Personal Flight Vehicle

ABSTRACT

A personal flight vehicle including a platform base assembly that provides a surface upon which the feet of an otherwise free-standing person are positionable, and including a plurality of axial flow propulsion systems positioned about a periphery of the platform base assembly. The propulsion systems generate a thrust flow in a direction substantially perpendicular to the surface of the platform base assembly, where the thrust flow is unobstructed by the platform base assembly. The thrust flow has a sufficient intensity to provide vertical takeoff and landing, flight, hovering and locomotion maneuvers. The vehicle allows the pilot to control the spatial orientation of the platform base assembly by the movement, preferably direct, of at least part of his or her body, and the spatial movement of the vehicle is thus controlled

CROSS REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No.15/110,335 filed on Jul. 7, 2016, which is a national phase entry of PCTPatent Application No. PCT/CA2015/050005 filed Jan. 6, 2015, whichclaims the priority benefit of Canadian Patent Application No. 2,838,535filed Jan. 7, 2014 and Canadian Patent Application No. 2,844,721 filedMar. 5, 2014, the specifications of each of which are hereby expresslyincorporated by reference in their entireties herein.

TECHNICAL FIELD OF THE INVENTION

The present invention pertains to ultra-light aircrafts, particularlyultra-light aircrafts with Vertical Takeoff and Landing (VTOL), as wellas to those with hovering capacity. More particularly, the presentinvention relates to a personal flight vehicle. In addition, it alsorefers to the manufacturing processes for building ultra-light aircraftsof the invention, and to various corresponding uses and the learningmethods for said uses.

BACKGROUND

Various ultra-light aircrafts with vertical takeoff and landing, such ashelicopters, are widely recognized as methods for human transportation.Typically, such vehicles have their propulsion systems located over thecenters of mass of both the pilot and that of the aircraft, providingstability and enabling a simple landing. These aircrafts are typicallycontrolled through handles, pedals or joysticks. Other types of VTOLvehicles have multiple rotors within a solid frame, and the variousmethods of controlling such aircrafts are described in the followingpatents.

U.S. Pat. No. 2,937,827, published on Jul. 24, 1960, describes anairframe and power plant combination in an aircraft capable of takingoff and landing vertically, and capable of sustained flight in thevertical or any other attitude, where the danger normally attendant onfailure of one of the engines has been eliminated.

U.S. Pat. No. 294,316A, published on Jul. 5, 1960, relates to high-speedaircrafts capable of vertical takeoff and landing operations.

US2953321A, published on Sep. 20, 1960, generally relates to ways andmeans for propelling a person through the air in controlled flight. Moreparticularly, the invention provides a wing-less aircraft that ispropelled by thrust reactions and is capable of vertical ascent fortakeoff and climbing, air hover, horizontal flight, and vertical descentunder conditions such that directional control and transition fromvertical to horizontal flight, and vice versa, are performed by thebodily movements or the balance of the pilot flying the machine.

CA-A-1 226 257, published on Sep. 1, 1987, describes a fuselage thatincludes front and rear ends, opposite sides, as well as top and bottomsections. A pair of laterally-spaced, front-to-rear, and elongatedsupport structures are sustained from opposite sides of the fuselage,where the front and rear ends of the support structures extend forwardand rearward of the fuselage. A pair of front and rear tubular wings aresupported in an oscillatory manner between the front and rear ends ofthe support structures, forward and rearward of the fuselage; theyachieve angular displacement about axes that extend between thecorresponding ends of the support structures, and are positionedapproximately along diametric planes of the tubular wings.

CA-A-2 187 678, published on Apr. 11, 1998, describes an improvement tothe sporting apparatus known as the snowboard. This hoverboard appliesair-cushioned technology to snowboards. The hoverboard contains a powersource, an air blower and a sport board platform modified to maintain anair cushion. The structure of the board is designed so that the boardglides over a said air cushion. As a result, the speed andmaneuverability of the snowboard are significantly increased.

RU 2 062 246, published on Jun. 20, 1996, describes an unmanned flyingvehicle wherein two counter-rotating rotors are positioned within atoroidal fuselage and in which solely rotor pitch is utilized togenerate required lift, pitch, roll, yaw, vibration and stress controlfor the vehicle.

RU 2 062 246, published on Jun. 20, 1996, describes a VTOL aircraft thatcomprises round or oval fuselage with a convex top surface, a flatbottom surface and a central part that extends downward whereat thecabin with control system and power plant is arranged. Fuselage has fourannular openings to accommodate four airscrews aiding it to be turnedfrom the horizontal plane into the vertical plane. Two verticalairscrews are arranged at fuselage front and rear to reverse from avertical plane to a horizontal plane. All airscrews feature pitchvarying both jointly and separately, and are driven by two engines viatransmission. The aircraft is equipped with a hydraulic system, robotpilot, rescue parachute, observation system, and emergent solid engines,resulting in high maneuverability and safety.

U.S. Pat. No. 5,954,479, published on Sep. 21, 1999, describes acoaxial, dually-propelled propulsion system with twin engines thatemploy a unique transmission and have two independent drive trains. Thefirst of the two engines exclusively drives a first drive train, whichin turn rotates a forward, multi-bladed propeller assembly. The secondengine exclusively drives a second drive train, which in turn rotates anaft multi-bladed propeller assembly. Therefore, although coaxial, thepropellers of this system are driven by separate engines. The propulsionsystem benefits from the increased propulsive efficiency of a coaxialdual-propeller design, as the first drive train rotates the forwardpropeller assembly in a certain rotational direction and the seconddrive train rotates the aft propeller assembly in the oppositedirection. Furthermore, the propulsion system employs pitch-changecontrol mechanisms that independently control the respective pitch ofthe blades of each propeller assembly.

U.S. Pat. No. 6,164,590, published on Dec. 26, 2000, describes avariable bodied helicopter. The helicopter is of a type having tandemlifting rotors (1, 2) with a body consisting of a front section (3) anda rear section (4). The rear section of the body is narrower than thefront section of the body, thereby allowing the rear section to travelinto the front section. Channeled railings (5, 6) attached to the frontsection of the body firmly hold the rear section through railings (7, 8)attached to the rear section, thus guiding the movement of the rearsection relative to the front section. A shaft consisting of twosections (9, 10) is used to synchronize the tandem arranged rotors. Thenarrower section (9) of the shaft slides into the wider section (10) ofthe shaft when the rear section of the body moves into the front sectionof the body. Bearings (1 1, 12, 13) support the synchronizing shaft. Onebearing (13) is firmly fixed to the front section of the body (3) whileanother bearing (12) is attached to the rear section (4) but is linkedto the front section, thus causing it to move against the rear sectionwhen the rear section moves relative to the front section. Anotherbearing (1 1) positioned on the rear section (4) is linked by atelescopic connection (14) to the front section of the body so that itis placed at the optimum position on the rear section as the bodyexpands from a compressed state.

U.S. Pat. No. 6,745,977, published on Jun. 8, 2004, describes a vehiclethat is in the general shape of a land vehicle, such as a car, but has aplurality of rotors enabling the vehicle to fly in the manner of a VTOLor a helicopter. The vehicle has foot pedals and steering that can beoperated in the manner similar to that of an automobile.

WO2005039972(A2), published on May 6, 2005, describes a vehicleincluding a fuselage having both a longitudinal and a transversal axis;two ducted, fanned, lift-producing propellers carried by the fuselage oneach side of the transversal axis; a pilot's compartment formed in thefuselage between the lift-producing propellers and, significantly,aligned with one side of the fuselage; a payload bay formed in thefuselage between the lift-producing propellers, and opposite the pilot'scompartment; and two pusher fans located at the rear of the vehicle.Many variations are described enabling the vehicle to be used not onlyas a VTOL vehicle, but also as a multi-function utility vehicle forperforming many diverse functions including hovercraft and ATVfunctions. Also described are an

unmanned version of the vehicle and the unique features applicable inany single or multiple ducted fans and VTOL vehicles.

US-A-2005/178 879, published on Aug. 18, 2005, describes a tail-sitterVTOL vehicle with two pairs of propellers mounted respectively on leftwing and right wing, and top and bottom vertical tail stabilizers. Thewing propellers and tail propellers spin in opposite directions. Fullaltitude control is realized in all flight phases through differentialpowering of the four propellers, coordinated by an electronic controlsystem. The four propellers, together, generate sufficient thrust tocounter gravity in hover mode, while the wings provide aerodynamic liftfor efficient forward flight.

GB-A-2 419 122, published on Apr. 19, 2006, describes an aircraft thatcontains an airframe portion comprising means for supporting a pilot anddefining a central axis, as well as a rotor-head comprised of at leasttwo rotors arranged to rotate about their respective axes displaced fromthe central axis of the aircraft. Several different types of aircraftare disclosed and several different aspects are independently claimed.In one aspect, the rotor head is able to pivot about an axis 1216perpendicular to the central axis of the aircraft. In another aspect,the rotors are in respective planes that are inclined to define anon-zero dihedral angle. In a further aspect, an explosively-deployedparachute, rotor brake, and means for signaling an emergency areprovided. In a still further aspect, a lift-providing aerofoil portion(eg. 2712) is stipulated, which may be varying in the angle of attack.Single-passenger aircrafts in which the pilot is either standing orseated are disclosed, as well as multi-passenger aircrafts. Theaircrafts may comprise ducted rotors, or open rotors having variablepitch blades. Mechanical or fly-by-wire control systems may be used.

WO2006/1 12578, published on Oct. 26, 2006, illustrates a verticaltake-off and landing (VTOL) aircraft, including a body (120), two ormore rotary units (130) coupled to said body, each having a rotatingshaft (131), a blade (135), and a

casing (201) covering both the body and the rotary units, and beingprovided with openings (201 a). The casing (201) may be formed into aduct shape with an opening to receive the rotary unit therein, or may beprovided with a sidewall (203) to surround the blade. Each opening (201a) may have a protective means (207). The reaction torques of the rotaryunits can balance each other without requiring a separate balancingdevice. The casing covers the blades, thus preventing the generation ofunbalanced lift on the rotating blades, unlike in conventionalhelicopters, in cases when the VTOL aircraft flies forwards.Furthermore, because the rotary units are prevented from coming intocontact with outside articles, the aircraft prevents the damage of therotary units and damage to outside articles. Due to a structural featureof the casing, the thrust to propel the VTOL aircraft can be increasedby about 10˜15%. Furthermore, a rudder (301) is provided in the casing,thus allowing the VTOL aircraft to yaw freely or fly forwards andbackwards according to the orientation of the rudder.

JP 2007/509790, published on Apr. 19, 2007, describes a vehicleincluding a fuselage having a longitudinal axis and a transversal axis;two ducted, fanned, lift-producing propellers carried by the fuselage oneach side of the transversal axis; a pilot's compartment formed in thefuselage between the lift-producing propellers and, significantly,aligned with one side of the fuselage; a payload bay formed in thefuselage between the lift-producing propellers and opposite from thepilot's compartment; and two pusher fans located at the rear of thevehicle. Many variations are described, enabling the vehicle to be usednot only as a VTOL vehicle, but also as a multi-function utility vehiclefor performing many diverse functions, including hovercraft and ATVfunctions. Also described is an unmanned version of the vehicle. Furtherdefined are unique features applicable in any single or multiple ductedfans and VTOL vehicles.

US-A-2008054121, published on Mar. 6, 2008, describes a VTOL vehiclecomprising a fuselage having forward and aft propulsion units, eachpropulsion unit comprising a propeller located within an open-ended ductwall wherein a

forward-facing portion of the duct wall or at least the forwardpropulsion unit is comprised of at least one curved, forward barriermounted for horizontal sliding movement to open the forward-facingportion, thereby permitting air to flow into the forward-facing portionwhen the VTOL vehicle is in forward flight.

EP 1901 153 A1, published on Mar. 19, 2008, relates to an autonomousminiature multi- or quadrotor helicopter. Conventional algorithms forautonomous control use ideal models with the centre of gravity (CG) inthe origin of the body fixed coordinate frame. In-flight payloaddroppings or construction of miniaturized aerial vehicles may causeproblems, e.g. because sensors cannot be mounted perfectly in the CG orbecause the CG is shifted out of the origin of the initially assumedbody fixed coordinate system. The consequences are additionalaccelerations and velocities perceived by the sensors so that theseeffects have to be covered by the control system. This paper describesthe modelling of the dynamic behaviour with respect to variable CGs andcontrol aspects of a quadrotor helicopter.

US-A-2008/283 673, published on Nov. 20, 2008, describes a vehicleincluding a fuselage having a longitudinal axis and a transversal axis;two ducted, fanned, lift-producing propellers carried by the fuselage oneach side of the transversal axis; and a body formed in the fuselagebetween the lift-producing propellers. Many variations are describedenabling deflection and affection of flow streams, as well as reductionof drag and momentum drag which improve speed and the forward-flight ofthe vehicle. Further described are unique features applicable in anysingle or multiple ducted fans and VTOL vehicles.

US-A-2009/140102, published on Jun. 4, 2009, describes a vehicle,including a vehicle frame; a duct carried by the vehicle frame with thelongitudinal axis of the duct perpendicular to the longitudinal axis ofthe vehicle frame; a propeller mounted in a rotating manner within theduct about the longitudinal axis of the duct, so as to force an ambientfluid from its inlet at the upper end of the duct through its exit atthe lower end of the duct, thereby producing an upward lift forceapplied to the vehicle; and a plurality of parallel, spaced vanes,pivotally mounted to and across the inlet end of the duct about pivotalaxes perpendicular to the longitudinal axis of the duct and, markedly,parallel to the longitudinal axis of the vehicle frame, where the vanesare selectively pivotal about their axes to produce a desired horizontalforce component to the lift force applied to the vehicle.

US-A-2009/159757, published on Jun. 25, 2009, describes a vehicleincluding a fuselage having a longitudinal axis and a transversal axis;two ducted, fanned, lift-producing propellers carried by the fuselage oneach side of the transversal axis; and a body formed in the fuselagebetween the lift-producing propellers. Many variations are described,each enabling deflection and affection of flow streams, and reduction ofdrag and momentum drag, thus improving the speed and forward flight ofthe vehicle. Further described are unique features applicable to anysingle or multiple ducted fans and VTOL vehicles.

GB-A-2 460 441, published on Dec. 2, 2009, describes a flying machine(1) comprised of at least two motor-driven, vertically-axed,contra-rotating propellers (5, 7). A seat (15) and handlebars (21) mayboth be mounted on the machine (1) above the propellers (5, 7), atpositions radially inward of the outer periphery of the propellers (5,7); a hub (33) may extend below the propellers (5, 7) and below thelowermost part of the machine (1). The handlebars (21) may be movablymounted on the machine (1) above the propellers (5, 7), where movementof the handlebars (21) in use controls the yaw of the machine and/or thecollective pitch control of the propellers (5, 7). The machine (1) maycomprise a yaw control mechanism such that a characteristic of onepropeller (5) may be varied relative to the other (7) in order to inducea torque reaction to cause the machine (1) to yaw.

US-A-2010/051740, published on Mar. 4, 2010, describes a VTOL vehicleincluding a forward rotor, an aft rotor and a fuselage, the forward andaft rotor lying in the longitudinal axis of the vehicle, with thefuselage located axially between the forward and aft rotors. The vehiclehas an in-flight configuration wherein the forward rotor is tilteddownwardly at a negative tilt angle relative to the fuselage and the aftrotor is tilted upwardly at a positive tilt angle relative to thefuselage.

US-A-2011/049307, published on Mar. 3, 2011, describes a ducted airflowvehicle which includes a fuselage having a longitudinal axis, is forwardsupported and possesses aft airflow ducts having respective lift fansarranged to force the surrounding air into said ducts through inlets atthe upper ends of said ducts and out of the ducts through outlets atlower ends of said ducts, creating thereby a lift force. A single engineis located on one side of said longitudinal axis, and is operativelyconfigured to power the lift fans. A payload bay is located in a centralarea of the fuselage, between the forward and aft ducts, spanning thelongitudinal axis.

ES-A-2 354 796, published on Mar. 18, 2011, describes a flying vehicle,comprising of a body (1) of discoid configuration, incorporating, at thebottom, a foot support (2), while also having arms in the upper part (3)which behave as radial blades (4) that may vary their positionindividually between a horizontal position and a vertical position.

CN 102 020 020, published on Mar. 20, 2011, describes an aerospace,flying, saucer aircraft, and belongs to the cutting-edge technology inthe field of aerospace. The aerospace flying saucer aircraft is providedwith a direct, dual-shaft, counter-rotating, turbo-shaft engine and arocket engine; when the aerospace flying saucer aircraft flies in theatmosphere of the earth, the direct dual-shaft counter-rotatingturbo-shaft engine is utilized to provide power; when the aerospaceflying saucer aircraft flies in outer space, the rocket engine isutilized to provide power; also, when the aerospace flying sauceraircraft flies in the atmosphere of the earth, the two engines can bestarted simultaneously, and the aerospace flying saucer aircraft doesnot need a runway, capable of vertical takeoff and landing, and able tofreely fly at a high speed or a low speed through control.

US-A-2011/168834, published on Jul. 14, 2011, describes a vehicleincluding a fuselage that has a longitudinal axis and a transversalaxis; two ducted, fanned, lift-producing propellers carried by thefuselage on each side of the transversal axis; a pilot's compartmentformed in the fuselage between the lift-producing propellers and,significantly, aligned with one side of the fuselage; a payload bayformed in the fuselage between the lift-producing propellers andopposite the pilot's compartment, as well as two pusher fans located atthe rear of the vehicle. Many variations are described enabling thevehicle to be used not only as a VTOL vehicle, but also as amulti-function utility vehicle possessing numerous applications such ashovercraft and ATV functions. Also described is an Unmanned version ofthe vehicle, as well as unique features applicable in any single ormultiple ducted fans and VTOL vehicles.

US 20120032032 A1 published on Feb. 9, 2012 relates to lift platformwith a kinesthetic control system that is coupled to means for alteringair flow through the first and second longitudinally-spaced ductscomprising the lift platform is provided. The control system includes acontrol handle bar with left and right hand grips, and first and secondcontrol roll bars located on either side of the lift platform's centralcowling. Forward/rearward movement of the control handle bar from aneutral position generates nose-down/nose-up pitching moments,respectively; counterclockwise/clockwise movement of the control handlebar from the neutral position generates counterclockwiserotation/clockwise rotation of the lift platform about a lift platformvertical centerline; and left movement/right movement of the controlroll bars generates left roll/right roll moments about the lift platformroll axis.

US-A-2012/080564, published on Apr. 5, 2012, describes a ducted fan fora VTOL vehicle including, notably, a cylindrical duct having an inlet atan upper end and an outlet at a lower end, as well as an air-mover unitlocated within the significantly cylindrical duct. The duct alsoincludes inner and outer wall portions and a significantly annular upperlip connecting the inner and outer wall portions, thus defining theinlet. The significantly annular upper lip has opposed fore and aftportions, opposed side portions and is provided with at least first andsecond openings, respectively, at each of the opposed side portions. Thefirst and second arrays of openings permit flow of air into at least thefirst and second respective chambers formed within the duct, the firstand second chambers connected by at least one passageway to therebyenable substantial equalization of surface pressure at the opposed sideportions of the essentially annular upper lip.

IL-A-175265, published on May 31, 2012, describes an object of thepresent invention providing a vehicle of relatively simple andinexpensive construction and yet capable of performing a multiplicity offunctions. According to the present invention, the proposed vehiclecomprises : a fuselage having a longitudinal and a transversal axes; atleast one lift-producing propeller carried by the fuselage on each sideof the transversal axis; a pilot's compartment formed in the fuselagebetween the lift-producing propellers and notably aligned with thelongitudinal axis; as well as a pair of payload bays formed in thefuselage between the lift-producing propellers and on opposite sides ofthe pilot's compartment.

WO 2012/113158, published on Aug. 30, 2012, describes a helicopterincluding a fuselage (1) and propellers (3). The propellers (3) areprovided under the fuselage (1). The helicopter solves the problem ofprior art that the low carrier capacity is caused by the low, liftingcapacity and improves the carrier capacity remarkably.

CN 202464125, published on Oct. 3, 2012, describes a vertical takeoffand landing (VTOL) aerobat with a twin-duct, composite tail rudder,comprising an airframe, load-bearing wings, two ducts, a composite tailrudder and alighting gears, where the two ducts are connected with theairframe through the load-bearing wings, and are symmetrically arranged,and where the load-bearing wings are wing units of a convex-typethin-walled structure. One end of the composite tail rudder is connectedwith the lower part of the airframe, while the other end of thecomposite tail rudder is of a planar fin-like structure, a shockabsorption cushion being arranged in the middle part of the compositetail rudder, and the planar fin-like structure of the composite tailrudder making an appropriate angle with a transversal section of theairframe. Miniature ducts that configure propellers are arranged in themiddle part of the composite tail rudder, and the alighting gears aresymmetrically arranged on both sides of the airframe. By the adoption ofthe technical schemes, the aerobat can take off and land vertically,without a limitation of emplacement, and can hover and circle withconvenience in operation, the aerobat having the advantages of low speedat low altitudes and high speed at high altitudes, high flyingefficiency, low flight noise and good stealth; it can be used forexecuting tasks of carry, scout, surveillance, attack, amongst others,and has high value in its applications.

U.S. Pat. No. 8,608,104 B2 submitted on Oct. 10, 2012 relates to apropulsion device (10) comprising a body (1 1) arranged for receiving apassenger (1) and engaging with a thrust unit (12 a, 12 b, 13 a, 13b)supplied with a pressurized fluid from a compression station. Thearrangement of such a device offers great freedom of movement throughthe air or under the surface of a fluid. The invention also relates to apropulsion system in which the compression station can be remote in theform of a motorized marine vehicle.

DE 020 1 10 82719, published on Mar. 14, 2013, describes a helicopter(100) having two coaxial (13) or transversal rotors, or a combination ofcoaxial and transversal rotors, and a control unit (14) for directingthe position of the rotors and rotor blades and regulating engine power.A gearbox device (15) transfers the driving force of a motor on therotors, where the rotors are arranged in an aerodynamic protectiondevice (17). A drive unit (10), the control unit and the gearbox deviceare secured to a fastening device. The control unit is fastened at acontrol lever (18) that is flexibly connected with the fastening deviceover the joints. The helicopter is made of a material that has smalldead weight and high strength, such as carbon fibers, light-weightconstruction steels, aluminum and/or magnesium metal sheets.

U.S. Pat. No. 8,651,432 discloses a lift platform base assembly with akinesthetic control system that is coupled to means for altering airflow through the first and second longitudinally-spaced ducts comprisingthe lift platform base assembly. The control system includes a controlhandle bar. Forward/rearward movement of the control handle bar from aneutral position generates nose-down/nose-up pitching moments,respectively; counterclockwise/clockwise movement of the control handlebar from the neutral position generates counterclockwiserotation/clockwise rotation of the lift platform base assembly about alift platform base assembly vertical centerline; and left movement/rightmovement of the control roll bars generates left roll/right roll momentsabout the lift platform base assembly roll axis.

U.S. Pat. No. 7,581,608 describes a levitating platform, which iscapable of stable flight. The platform comprises a platform structure.An air movement device is mounted on the platform structure to flow airinto a plenum between a support surface, a bottom extended surface and alip. The flow of air in the plenum creates positive and negativepressures within the plenum. The positive and negative pressuresgenerate attractive and repelling forces between the platform structureand the support surface causing the platform structure to levitate offthe support surface in a stable, controllable manner.

U.S. Pat. No. 7,484,687 discloses a personal flight device including ahousing securable to a pilot, at least one pair of fans, and at leastone engine mounted on the housing for driving the fans; one fan of thepair is mounted to one side of the housing and the other fan of the pairis mounted to the other side of the housing; in use, both fans rotate inthe same direction for producing thrust. This flight device is strappedon the back of the pilot and requires the addition of steering vanes inorder to provide proper control of the device

There is therefore a need for a new VTOL vehicle free of at least one ofthe drawbacks of the VTOL vehicles of the prior art.

There is also a need for a VTOL vehicle that offers the possibility fora pilot to control the spatial orientation of the platform base assemblyby moving at least part of his or her body, without the use ofadditional steering mechanisms or handlebars.

There is, additionally, a need for a method of manufacturing VTOLvehicles that presents at least one of the following features:

-   -   reliability;    -   cost-effectiveness; and    -   efficiency.

There is also a need for an easy and intuitive method for both learninghow to fly and flying a VTOL vehicle.

SUMMARY OF THE INVENTION

An object of the present invention is to provide a vehicle thataddresses at least one of the above-mentioned needs.

According to the present invention, there is provided a personal flightvehicle that comprises:

-   -   a platform base assembly providing a surface upon which the feet        of an otherwise free-standing person can be positioned; and    -   a plurality of axial flow propulsion systems positioned about a        periphery of the platform base assembly, where said propulsion        systems generate a thrust flow in a direction substantially        perpendicular to the surface of the platform base assembly, and        the thrust flow is unobstructed by the platform base assembly        and has the intensity to provide a maneuverability of a vehicle,        selected from the group comprising vertical takeoff and landing,        flight, hovering and locomotion.

In some implementations, the vehicle further includes a foot lockingmechanism for locking the feet of the otherwise free-standing person.

In some implementations, the vehicle is shaped such that a center ofmass of a combination of the vehicle and an average-sized person ispositioned outside of a bounding box encompassing an outer delimitationof the vehicle.

In some implementations, the platform base assembly is sufficientlyflexible so as to allow a controlled torsion of the platform baseassembly.

In some implementations, the plurality of axial flow propulsion systemscomprises two longitudinally separated propulsion systems.

In some implementations, a length of the vehicle is sized between 0.25times and 3 times the height of an average-sized person.

In some implementations, the length of the vehicle is sized between 0.5times and 2 times the height of an average-sized person.

In some implementations, a height of the vehicle is sized between 0.05and 0.75 times the height of an average-sized person.

In some implementations, the height of the vehicle is sized between 0.1and 0.5 times the height of an average-sized person.

In some implementations, a ratio of the weight of the vehicle withrespect to a weight of an average-sized person is less than 1.

In some implementations, the vehicle further includes a pair ofspaced-apart foot attachment mechanisms for removable attachment of thefeet of the otherwise free-standing person.

In some implementations, the foot attachment mechanisms are positionedon the platform base assembly and provide a controllable torsion of theplatform base assembly along a longitudinal axis of the platform baseassembly.

In some implementations, a torsional modulus of elasticity of theplatform base assembly is between 100 Nm/rad and 1000 Nm/rad.

In some implementations, the vehicle further includes a handheldcontroller for controlling thrust generated by the propulsion systems.

In some implementations, the propulsion systems are in a substantiallycommon plane with the platform base assembly.

In some implementations, the propulsion systems are arranged andoperated to minimize the gyroscopic effects that affect the vehicle, andto minimize gyroscopic-induced stresses within the platform baseassembly.

In some implementations, minimization of the gyroscopic effects isaccomplished by at least one of:

-   -   use of counter-rotating parts in a direction opposite to        rotating components of the propulsion systems;    -   grouping of multiple propulsion systems such that half of them        rotate in a clockwise direction and another half rotate in a        counterclockwise direction;    -   use of co-axial counter-rotating components within the        propulsion systems; and    -   minimization of rotational momentum of the rotating components        within the propulsion systems.

In some implementations, the propulsion systems are powered from a powersource selected from the group comprising: electric motors, gas enginesand turbines.

In some implementations, the plurality of propulsion systems comprisesan even number of between 2 and 12 fans.

In some implementations, the vehicle further includes protective netscovering at least a portion of the inlets of the propulsion systems.

In some implementations, the propulsion systems each comprise a ductedfan, and each ducted fan comprises a pair of sets of counter-rotatingpropellers.

In some implementations, each ducted fan is powered by a pair of gasengines, with each set of counter-rotating propellers being connected toa corresponding gas engine from the pair of gas engines.

In some implementations, a central cross-section of the platform baseassembly is substantially oval-shaped and comprises a plurality of finsextending towards a center-point of the cross-section.

In some implementations, the vehicle further includes a landing armassembly attached to the platform base assembly, where the landingassembly provides stability for takeoff and landing, and furtherprovides shock absorption.

In some implementations, the handheld controller comprises first andsecond controller elements pivotably connected to each other, wherein areduction in a spacing between the first and second controllers resultsin an increased thrust flow produced by the propulsion systems, and anincrease in the spacing between the first and second controllers resultsin decreased thrust flow produced by the propulsion systems.

In some implementations, the handheld controller further comprises astrap that is removably attachable to a pilot of the vehicle.

In some implementations, at least one of the components of the vehicleis waterproof.

In some implementations, the propulsion systems are powered by gasengines, and each engine includes at least one valve positioned at anentrance of said engine and is configured so as to prevent water fromentering an air intake duct in a water-landing scenario.

In some implementations, the propulsion systems are provided with anemergency shutdown capability, providing a rapid deceleration of thepropeller elements of the propulsion systems upon impact of thepropeller with water in a water-landing scenario.

According to the present invention, there is also provided a personalflight kit comprising:

-   -   a personal flight vehicle as described above; and    -   a wingsuit wearable by the otherwise free-standing person.

In some implementations, the vehicle is shaped to minimize drag in adirection parallel to the thrust flow from the axial propulsion systemsand wherein the propulsion systems provide at least 50% of a staticthrust upon displacement at a velocity of 100 km/h.

In some implementations, a rotational inertia of the thrust systems isminimized so as to provide rapid response in thrust intensity changes,allowing the pilot to accomplish aerobatic flight.

In some implementations, the propulsion systems have a power of at least10 KW, and under 100 KW.

In some implementations, the vehicle further includes a flight controlsystem, capable of flying the vehicle in an absence of a pilot, theflight control system including at least one of: autonomous flyingcapabilities, and remote-controlled flying capabilities.

In some implementations, the vehicle further includes acomputer-assisted flight control system, capable of assisting the pilotduring flight.

In some implementations, the vehicle further includes at least one of:

-   -   a) a safety monitoring system comprising:        -   a safety bracelet connected to the vehicle through a            connector; and        -   a monitoring system validating whether the bracelet is            connected to the vehicle, wherein a disconnection of the            connector prevents the propulsion systems from running, and            prevents unintended acceleration of the vehicle;    -   b) a height sensor, in combination with a height control system,        acting as a height limitation device, and preventing the vehicle        from exceeding a preset level above a ground level;    -   c) a quick-detach system allowing the otherwise free-standing        person to swiftly detach from the vehicle in case of an        emergency;    -   d) headlights and navigation lights; and    -   e) a presence sensor incorporated within the bindings that        attach the feet of the otherwise free-standing person to the        vehicle, with the sensor being activated only when a foot is        strapped in the bindings, thus preventing unintended use of the        vehicle.

In some implementations, the vehicle further includes an automaticelectronic distance-to-ground stabilization electronic mechanism that isused to make the vehicle hover at a fixed altitude above the ground.

In some implementations, the vehicle's automatic distance-to-groundelectronic stabilization electronic mechanism is set to stabilize theheight between 0.5 m and 2 m above the ground.

In some implementations, the automatic distance-to-ground electronicstabilization mechanism is capable of stabilizing the vehicle at a setdistance without a pilot (hover-autonomous mode).

In some implementations, the electronic stabilization mechanism detectsthe presence/absence of the pilot, and is set to automatically reducethe vehicle's velocity to zero in case of the absence of a pilot.

In some implementations, the electronic stabilization mechanism has twodifferent target altitudes, one in case the pilot is on the vehicle andanother one where the vehicle hovers by itself.

In some implementations, the electronic stabilization mechanism uses aset of sonars to measure the distance of the aircraft to the ground.

In some implementations, the vehicle further includes at least one ofthe following characteristics:

-   -   a) The vehicle's frame is rigid.    -   b) The vehicle contains 2 main ducted fans powered by 2 gas        engines.    -   c) The vehicle contains 4 smaller electric ducted fans, powered        by batteries.    -   d) The vehicle contains a center area where a user can stand.    -   e) At least some of the ducted fans are not entirely        perpendicular to the vehicle, and direct a portion of the thrust        towards a direction called “front”, which is aligned with the        longitudinal direction of the vehicle. The opposite direction        will be called back.    -   f) The vehicle has a fin (aileron) on the underside to minimize        movement and increase drag along the non-longitudinal direction.        Additionally, the fin is larger at the “back” of the vehicle.

In some implementations, a roll tilt is detected by the control system,and the control system in turn commands a torque around the z-axis,proportional to the detected tilt, thus allowing the pilot to controlthe vehicle's yaw angle by tilting the vehicle around its longitudinalaxis.

Another object of the present invention is constituted by a family ofplatform shaped vehicles capable of carrying a pilot in the air, thepilot being preferably in standing position with respect to the platformbased assembly of said vehicle, allowing the pilot to control thespatial orientation of the platform based assembly and the movement ofthe vehicle by the movement, preferably direct, of at least part of hisor her body, including at least one of the following properties:

-   -   a) the pilot's feet are secured to the platform based assembly;    -   b) the center of mass of the platform based assembly-pilot        system is outside of the platform based assembly's bounding box,        which is defined as the smallest rectangular cuboid encompassing        the entirety of the platform based assembly;    -   c) the platform based assembly contains at least one flexible        element allowing a controlled torsion of the platform based        assembly; and    -   d) the platform based assembly contains at least two separated        propulsion systems.

These platform-shaped vehicles advantageously allow the pilot to controlthe platform-based assembly's spatial orientation by moving the lowerpart of his or her body, and particularly by the movement of his or herfeet.

According to a preferred embodiment, the changes in the orientation ofthe platform-based assembly modify the thrust direction, allowing acontrol similar to thrust vectoring.

According to another preferred embodiment, these platform-shapedvehicles have Vertical Takeoff and Landing capabilities.

Preferably, these vehicles are approximately symmetrical with respect tothe XY plane, where XYZ is a frame of reference attached to the vehicle,wherein the point of origin O is at the platform based assembly's centerof mass; the X axis is defined in the direction going from the left footattachment point to the right one, and inside of the platform basedassembly's plane; the Y axis points forward and away from the pilot'sbody, is perpendicular to X and also exists within the plane of theplatform based assembly; the Z axis points perpendicularly upwards fromthe platform based assembly's plane toward the head of the pilot.

Vehicles of the invention wherein the XY dimensions of the platform baseassembly are ranging from 0.25 to 3 times, and preferably from 0.5 to 2times the pilot's height are of particular interest.

The vehicles wherein the Z dimension is ranging from 0.05 to 0.75 times,and favorably from 0.1 to 0.5 times the pilot's height, are also of aparticular interest.

The vehicles wherein the ratio of the platform base assembly's weight tothe pilot's weight is lower than 1 are of particular interest as well.

The preferred family of vehicles of the invention is composed of thevehicles comprising a frame having an approximately planar form whereinthe propulsion means are preferably constituted of at least 2 propulsionsystems, configured to create a force having a direction approximatelyperpendicular to the platform base assembly in the positive direction ofthe Z axis.

Preferably, the vehicles of the invention comprise:

-   -   a) a frame on which the pilot stands with his or her feet        secured to said frame at 2 separate attachment points, the 2        attachment areas being connected to the frame in a way as to        allow a controlled torsion around the X axis; the connection        between both attachments areas being beneficially flexible,        allowing a torsion around X, and around the flexible element        (A);    -   b) wherein the propulsion means are composed of two sets of        propulsion systems, placed on both the right and left sides of        the pilot, wherein the controlled torsion of the flexible        element (A) generates a misalignment between the sets of        propulsion systems, which in turn generates a torque that allows        the pilot to turn in the right or left direction around the Z        axis; and    -   c) optionally, a hand-held controller (C) allowing the pilot to        control the thrust generated by the propulsion means.

In the vehicles, the propulsion means elements are beneficially placedapproximately within a plane that is the plane of the platform baseassembly.

The propulsion means are preferably designed to minimize or, ideally,cancel out the gyroscopic effects experienced by the whole vehicle.

Beneficially, these vehicles are conceived in a way that each right andleft set of propulsion means are designed to minimize or, ideally,cancel out their gyroscopic effects, thus generating no gyroscopicstresses within the central part of the frame.

The minimization of the gyroscopic effects of each of the right and leftset of propulsion systems is attained through at least one of thefollowing means:

-   -   a) using counter-rotating parts such as high speed rotating        flywheels turning in a direction opposite that of the propeller;    -   b) grouping multiple smaller propulsion means where half of them        rotate clockwise (CW) and the other half rotate counterclockwise        (CCW);    -   c) using co-axial counter rotating propellers; and    -   d) minimizing rotational momentum of rotating parts.

The propulsion means are advantageously propeller-based, wherein thepropulsion means are advantageously powered by at least one of thefollowing devices: an electric motor, a gas engine and/or a turbine.

According to another preferred family of the platform-shaped vehicles,the propulsion means are composed of n, preferably ducted, fans, where nis even, and ranges, preferably, from 2 to 12. Of a particular interestare those platform-shaped vehicles wherein the propulsion means are 2ducted fans, those wherein the propulsion means are 4 ducted fans, thosewherein the propulsion means are 6 ducted fans, those wherein thepropulsion means are 8 ducted fans and those wherein the propulsionmeans are 10 ducted fans.

Optionally, a protective net covers at least part of the entrance to theduct.

Platform -shaped vehicles wherein each ducted fan contains 2 sets ofcounter-rotating propellers are of a particular interest.

Platform shaped vehicles wherein each ducted fan is powered by 2 gasengines, each set of propellers being connected to its dedicated engine,are of a particular interest.

The vehicles of the invention wherein a reduction mechanism is used forefficient coupling between the engine and the corresponding propellerare of a particular interest.

The platform-shaped vehicles, wherein the flexible element (A) has across-section (with respect to the Y-Z plane) that is approximatelyoval-shaped, preferably with fins protruding towards its center and,favorably, symmetrically positioned with respect to the center of theflexible element (A), are of a particular interest. Ideally, the crosssection of the flexible element contains 4 fins.

A preferred family of platform-shaped vehicles of the invention isconstituted by those vehicles wherein outward bent landing arms areattached or are part of the frame; these legs, named landing arms (B),provide stability for landing and takeoff as well as shock absorption.Favorably, an vehicle has 4 landing arms.

Another preferred family of the platform-shaped vehicles of theinvention consists of those vehicles having a frame shaped as follows:

-   -   a) a central connection bar connecting the two feet attachment        areas, where the distance between the attachment areas is        ranging from 0.5 m to 0.8 m, and    -   b) 4 motor-attachment arms that are linked to each attachment        area (for a total of 8 motor-arms), where a motor-propeller        assembly is mounted on each arm, the propellers are located        under the arms, and all the propellers are placed approximately        within a plane.

The motor attachment arm's lengths are thus preferably minimized, thedistance between the discs within which the propellers rotate and theneighbouring discs (corresponding to the neighbouring propellers) arewithin 1% to 20% of the disc's diameter.

The frame may thus also be advantageously equipped with at least 4landing arms (B), (2 per attachment point), protruding downwards andbent outwards.

According to a preferred embodiment, the frame is composed of 2 parallelducted fans attached by a central flexible bar (A); the frame and/or thecentral flexible bar (A) is/are at least partially made of a material ofthe carbon fiber type.

The intensity of the thrust is ideally controlled by the hand-helddevice (C) attached or held into the pilot's hand.

The hand-held device (C) is favorably configured in a way such that thepilot's movement to close his or her hand generates an increased amountof power. The hand-held device (C) is preferably formed of 2 plates ofroughly rectangular shape that have one edge in common and that arecapable of pivoting around that common edge, wherein the relativeposition between the 2 plates is determined using preferably a magneticangular position sensor or a potentiometer.

The hand-held device (C) is favorably attached with a strap to thepilot's hand.

According to another preferred embodiment, the controller has a shapesimilar to pliers with a spring that allows the pliers to beautomatically released in an open position in the absence of pressurefrom the pilot's hand. The relative position between the 2 plates isdetermined using preferably a magnetic angular position sensor or apotentiometer.

Another preferred family of the platform-shaped vehicles of theinvention is constituted by those vehicles wherein at least one, andpreferably all, component(s) of the vehicle is/are water proof.

Another preferred family of the platform-shaped vehicles of theinvention is constituted by those vehicles wherein at least onepropulsion means is of the gas engine type, and thus, at least onevalve, positioned at the entrance of the engine's air intake, is presentand prevents water from entering the air intake in case of a waterlanding.

The propulsion means are favorably designed in a way as to allowemergency shutdown and rapid deceleration of the propellers, allowing,for example in case of a water landing, minimal impact betweenpropellers and water.

The pilot is beneficially wearing equipment designed for improving hisor her aerodynamic and/or to improve his or her lift.

According to yet another embodiment of particular interest, aplatform-shaped vehicle wherein its shape is designed to have minimaldrag when moving at high velocity in the positive Z direction, and wherethe propulsion systems are built in such a way as to provide at least50% of their static thrust at a displacement velocity of 100 km/h in thepositive Z direction. In that case, the pilot can lean forward until hisbody becomes approximately horizontal to the ground and achievehigh-speed forward flight, where the vehicle-pilot system relies on liftto maintain flight.

Another preferred family of the platform shaped vehicles of theinvention is constituted by those vehicles comprising:

-   -   a) a rigid frame on which the pilot stands with his or her feet        fastened to it at 2 separate attachment points, the binding        mechanism comprising torque sensors around the X axis, which are        capable of sensing the twisting movement of the feet around the        X axis;    -   b) propulsion means composed of at least one propulsion system,        where the torque around the propulsion axis can be controlled        (using, for example, counter-rotating propellers driven by        independent engines), and where the twisting movement of the        feet controls the total torque of the thrust system around the Z        axis, and    -   c) optionally, a hand-held controller allowing the pilot to        control the thrust generated by the propulsion means.

Those vehicles comprising 2 ducted fans of a diameter ranging from 0.6 mto 1.2 meters, a connecting arm ranging from 0.4 m to 0.8 meters, theheight of the vehicle ranging between 0.4 m and 0.8 meters andpropulsion means having a power of at least 10 KW and preferably of lessthan 100 KW, are of particular interest.

According to an alternative embodiment, the vehicle is equipped withautomated ability to fly in the absence of a pilot, having, preferably,autonomous flying abilities and remote controlled flying capacity. Thevehicles may also be favorably equipped with a flight-control systemcapable of assisting the pilot during flight.

The vehicles are optionally designed in a way as to allow at least onepassenger to place himself on the platform base assembly.

Additionally, the vehicles where one or more system(s) from thefollowing list is/are implemented, are of particular interest:

-   -   a) safety bracelet composed of a flexible part connected to the        vehicle through an electrical connector and a corresponding        connector, a monitoring system validating that the bracelet is        connected to the vehicle; a failure in this validation prevents        the engines from running, therefore preventing unintended        acceleration when the pilot does not hold the controller in his        or her hand;    -   b) a height sensor which, in combination with software and a        computerized system, acts as a height limitation device,        preventing the machine from exceeding a certain height above the        ground;    -   c) a quick-detach system allowing the pilot to quickly detach        from the platform base assembly in case of an emergency;    -   d) a parachute or a ballistic parachute that the pilot can carry        on the platform base assembly in order to provide aid in case of        any unrecoverable failure of the vehicle;    -   e) headlights and navigation lights that may or may not be of        LED type and that may or may not be of the strobe light type;    -   f) a presence sensor incorporated within the bindings that        secure the pilot's boots to the frame which is only activated        when a boot is strapped in, therefore preventing the unintended        use of the vehicle;    -   g) a display indicating the vehicle's status, which may or may        not be part of the hand-held controller;    -   e) audible alarms;    -   f) a collision detection device capable of predicting collisions        with static solids or moving objects;    -   g) fuel level sensors, low fuel sensors and fuel related alarms;        and h) an electric starter in case of gas engines.

Moreover, these vehicles may comprise a display as well as acomputerized system indicating valuable information to the pilot,including but not limited to the vehicle's status, position and possiblytopological information about the environment surrounding the vehicle,information about positioning and risks

associated with nearby vehicles, alarms, as well as readings of varioussensors; it may be part of the controller, may be attached to the user'sforearm or may be integrated within the pilot's glasses or helmet.

Vehicles where an electric starter is used to start the engines are ofparticular interest. Also, a single electric starter may successivelystarts 2 or more engines.

Another object of the present invention is constituted by themanufacturing processes, for manufacturing a platform shaped vehicle, asdefined in the first object of the present invention, by assembling theconstituting parts of said vehicle.

The assembly of the constituting parts is favorably performed employingindustry standard procedures.

The building parts of the vehicle that are favorably made of carbonfiber are built using industry standard methods for carbon fiber moldingand vacuum bagging.

The bonding of carbon fiber elements is made, thus, favorably usingindustry standard bonding agents.

The metal building parts of the vehicle may also be built advantageouslyusing CNC machining and industry standard methods.

The manufacturing processes of assembling vehicle component partscomprising the use of screws, rivets, bolts and bonding agents, are of aparticular interest.

Another object of the present invention consists of the methods forflying a platform-shaped vehicle, as defined in the first object of theinvention, or as manufactured by a process as described in the secondobject of the invention, comprising at least one of the following steps:

-   -   a) balancing the vehicle using the pilot's own reflexes, lower        part of the body, and feet; and    -   b) regulating the propulsion intensity by a regulating mean such        as a hand-controller.

Another method for using the vehicle is one wherein the pilot fastenshis or her feet to the attachments areas, starts at least parts of thepropulsion means, takes off by increasing the propulsion intensity andflies the vehicle controlling the spatial movement by the power of thepropulsion means and by the displacement of the body respective to thevehicle.

Of particular interest are those methods for using a platform-shapedvehicle as defined in the first object, or as manufactured through theprocess described in the second object, wherein, in the absence or inthe presence of a pilot, an automat flies the vehicle allowing thedisplacement of the vehicle from point A to point B; the displacementalso optionally includes take-off and landing of the vehicle.

The displacement of the vehicle may also be remotely controlled.

Also of particular interest are those methods for using aplatform-shaped vehicle as defined in the first object of the invention,wherein at least one passenger is taking part in the flight, preferablystanding on the platform base assembly of the vehicle, and preferablypositioned in a very closely to the pilot's body.

Favorably, these methods comprise the steps of:

-   -   a) Pre-flight checklist related to the vehicle: controller check        (full travel), controller check (friction on), energy source        check, motor check, batteries check, generator check,        electronics check, ignition switch check;    -   b) Pre-flight procedures related to the vehicle : strap-in,        engine startup; and    -   c) Takeoff procedure related to the vehicle: Clearance check.

A method for flying the platform-shaped vehicle wherein the pilot canlean forward and go from his or her standing (vertical) position to anapproximately horizontal position, in which case the aerodynamic forceson the pilot provide lift and the propulsion means are used mostly forlateral displacement, and, in which case, the preparation for landinginvolves the pilot leaning back to his of her vertical position, is ofparticular interest.

The landing procedure related to the vehicle is thus favorablydetermined after a clearance check and inspection of the configurationand nature of the landing surface.

In the case of a solid landing surface, the landing procedure thusfavorably comprises a progressive reduction of the thrust intensity.

In the case of a liquid landing surface, the landing procedure thusfavorably comprises an emergency shutdown and rapid deceleration of thepropulsion means.

In the case of a solid and non-horizontal landing surface, the landingprocedure advantageously comprises an evaluation of the friction factorof the landing surface.

In the case of a recoverable power failure, for example if a propulsionsystem is partially failing, the center of mass of the vehicle and ofthe pilot have to be moved, preferably by an appropriate displacement ofthe pilot's body, further away from the faulty propulsion mean.

In the case of an unrecoverable power failure, the pilot makes use ofthe emergency shutdown procedure via the shutdown button and deploymentof the parachute.

Another object of the present invention comprises the methods oflearning how to fly the platform-shaped vehicle as defined in the firstobject or as manufactured in the second object, according to thefollowing procedure: suspending the pilot using a rope. Usage of a ropetensioning mechanism that prevents the rope from becoming loose, riskingto be aspirated by the thrusters.

These learning methods beneficially include training in emergencysituations.

Another object of the invention is constituted by the uses of aplatform-shaped vehicle, as defined in the first object of the inventionor as manufactured in the second object of the invention, as vehicle forflying from a point A to a point B.

The uses may be of a recreational type, for example as a recreationalvehicle, or of a non-recreational type, for example as an emergencyvehicle for remote access to inaccessible areas.

The non-recreational types of uses may, for example, have the scope ofsurveillance and/or provide other military applications.

Vehicle and Control Modeling

The Applicant presents this explanation as a modeling example and it isnot intended to be limitative in any way.

In its general form, the invention can be described as a platform baseassembly (10) onto which the pilot (17) stands as portrayed in FIG. 1.The platform base assembly-pilot system is capable of flight given thatits propulsion means are embedded in the platform base assembly, andprovide a force in the Z direction. (XYZ, 0 being a frame of referenceattached to the platform base assembly).

The pilot has contact with the platform base assembly preferably withhis or her feet in areas 15 and 16. Each foot is either fastened to theplatform base assembly or has a non-zero surface contact area, allowingthe pilot to alter the platform base assembly's orientation usingmovements of the lower part of his or her body.

FIG. 2 illustrates a 2D simplified version of the pilot (17) in flighton the vehicle (10). For simplification purposes, one can consider thatthe vehicle has an insignificant inertia momentum around k, that thepilot has a rigid body that is kept in a straight position, that thepilot measures 2 m and weighs 100 kg, and that he can only control anglea and thrust vector norm |T|. Moreover, the impact of aerodynamic forceson the pilot are ignored, since they are minimal for low velocitydisplacements. Finally, g=10 is used for gravitational acceleration.

In this simplified 2D model of the flight, one can use angles torepresent the orientation of the solids; 2 angles will be used torepresent the angular position of the pilot and the vehicle:

-   -   θ, the angle representing the orientation of the pilot; that is,        the rotation angle between the world frame of reference W, i, j        and the human frame of reference H,i′, j′. A positive θ angle        indicates that the pilot is leaning back; a negative θ angle        indicates that the pilot is leaning forward;    -   α, the angle representing the orientation of the vehicle with        respect to the pilot's frame of reference. When α=0, the        platform base assembly is aligned with the pilot, the thrust        generated by the vehicle passes through the pilot's center of        mass H, and generates no torque. When a is positive, the        platform base assembly is rotated counterclockwise with respect        to that position; when negative, the platform base assembly is        rotated clockwise with respect to the zero-α position. The pilot        is able to set the value of the angle a through movements of his        or her lower body or feet. (The direction of T is j′ rotated a        radians around k); and    -   ω will refer to the angular velocity of the pilot in rad/s.

In FIG. 2, the angle a is negative, and θ is negative as well.

Thrust vector T represents the total thrust force vector applied on thevehicle thanks to the propulsion means. Also, T is defined as the scalarnorm of T. (T=|T|);

The momentum of inertia of the pilot around k is given by:

$\begin{matrix}{I = {\frac{1}{12}{mL}^{2}}} & (1)\end{matrix}$

Which means I=100/3 in this case. Also, the torque applied on the pilotis calculated using a vector cross-product operation. Working in 2D, thetorque vector has zero-components in the working plane, and can bedefined as a scalar, using only the component in the direction k.

τ=T×HO   (2)

Vector T can be represented according to reference frame H,i′,j′ as

$\begin{matrix}{T_{hij}{\begin{matrix}{{- T}\; {\sin (\alpha)}} \\{T\; {\cos (\alpha)}} \\0\end{matrix}}} & (3)\end{matrix}$

The vector HO in reference frame H,i′,j′,k is in fact the vector(0,−1,0). In that case

τ=T·sin(α)   (4)

and, according to Newton's Second Law of Motion applied to rotatingsolids

$\begin{matrix}{\frac{d\; \omega}{dt} = \frac{\tau}{I}} & (5)\end{matrix}$

Using (4) and (5)

$\begin{matrix}{\frac{d\; \omega}{dt} = \frac{\tau \cdot {\sin (\alpha)}}{I}} & (6)\end{matrix}$

However, since the sine function ranges from −1 to 1, ω′ ranges from[−0,5*I*T, 0,5*I*T]; in this particular example, the thrust T is setsuch that its component in the j direction cancels out gravity,generating a constant-height trajectory. This means thrust has to beincreased when vehicle is not vertical.

T _(j) =m·g   (7)

Since T's direction is determined by α and θ, and its component in the jdirection is defined by (7); T is completely defined.

This indicates that, modifying only the angle α, the pilot can increaseor decrease ω; Using α, the pilot is able to control ω and make it gotowards a target value, as long as

$\frac{d\; \omega}{dt}$

is in a specific range.

Also, θ being the angle representing orientation of the pilot, bydefinition:

$\begin{matrix}{\frac{d\; \theta}{dt} = \omega} & (8)\end{matrix}$

Moreover,

$\begin{matrix}{\frac{d^{2}\; \theta}{{dt}^{2}} - \frac{T \cdot {\sin (\alpha)}}{I}} & (9)\end{matrix}$

This indicates that θ, the angular position of the pilot's body and ω,the angular velocity of the pilot's body, can be controlled by carefullychoosing α.

Acceleration of the pilot/vehicle system towards direction i can becalculated using the following formula, derived from Newton's second lawof motion:

$\begin{matrix}{a_{i} = \frac{T_{i}}{m}} & (10)\end{matrix}$

It is important to note that non-zero values for alpha are used onlywhen a change in orientation is necessary. Once the pilot has reached adesired θ angle, setting alpha to 0 will generate no torque and thethrust vector will be aligned with the pilot's body. In the presentcase, this means that laying forward with a constant angle θ generatesan acceleration towards the i direction.

One simple implementation of a system capable of flying this theoretical2D vehicle would be the usage of the following formula in order tocompute a, which is implemented as a PD control system:

a=k ₀·(θ_(dest)−θ)+k ₁ω  (11)

Using values of k0=−5 and k1=0.5, a simulation of the pilot/vehiclesystem has been achieved and the results are presented in FIG. 18 (Adifferential equation is obtained by combining (7), (8), (9), (10) and(11) and is solved iteratively). The simulation achieved is aconstant-height movement that starts with zero-velocity hovering,followed by an acceleration step towards the i direction, followed by aconstant velocity and height flight in the i direction, followed by adeceleration towards zero-velocity hovering mode. FIG. 18 presents thevariation of angles a and θ, normalized thrust intensity T, velocity vtowards the direction i and the position with respect to the directiondefined by i, as a function of time.

It is interesting to note that in order to achieve movement toward the ivector, the first step is to apply a negative angle θ, thus pushing thewhole system in the opposite direction for a certain amount of time;this particular effect can be noticed when balancing a bicycle as well.

This exercise shows that it is possible to control the vehicle-pilotposition using only the angle α and T, the thrust intensity. Inpractice, these calculations are achieved intuitively by the pilot andbecome reflexes during training, in a way similar to learning how to usea bicycle.

Another note is that, in the simplified form portrayed in FIG. 2, thepilot has no way of turning around the Z axis, as in the zero-velocityhovering mode for example. In order to allow that, two options arepossible:

-   -   a) Allow the pilot to bend the vehicle using a twisting movement        of his or her feet, or    -   b) Use propulsion systems that can control the residual torque        around the thrust axis, as with using, for example,        counter-rotating blades powered by independent power systems.

Implementations and considerations related to the vehicle

In most cases and preferably, the vehicle includes the followingelements.

a. A frame on which the pilot stands, provided:

-   -   a.1 the frame has a low weight compared to the weight of the        pilot, allowing the pilot to control the frame's orientation        through the movement of his or her lower body and his or her        feet;    -   a.2 the frame provides 2 attachment points where the pilot must        secure his or her feet in order to control it;    -   a.3 the frame provides 2 or more attachment areas for propulsion        means. If the frame provides more than 2, they are arranged in a        way such that the propulsion means can be divided into 2 groups;        and    -   a.4 the frame is approximately symmetrical about the YZ plane.        The frame may also be approximately symmetrical about the XZ        plane.

b. Propulsion means providing thrust in mid-air. The propulsion meanscan be divided in two sets of propulsion systems that are approximatelysymmetrical about the YZ axis. High-speed rotating parts create agyroscopic effect, and, if not minimized, can make the vehicle difficultto control. In order to minimize global gyroscopic effects (thegyroscopic effect generated by the machine as a whole), the highinertial momentum and high-speed rotating parts of the first set rotatein the opposite direction from their corresponding symmetrical part inthe second set. However, the gyroscopic effect of each propulsion systemcan also be minimized, or, if possible, cancelled, as it generatesstress inside the vehicle's body during quick changes in direction, andmay also generate a twisting movement in some situations. Minimizationof the gyroscopic effects of the propulsion system can be achievedthrough an optimal usage of materials and mass distribution, but canalso be achieved with high-speed counter-rotating flywheel(s), orcounter-rotating propellers or fans.

The frame and the propulsion means may be designed for high speedflight, by using a shape that minimizes drag in the Z direction, and byusing propulsion means that can provide thrust even at substantial (morethan 100 km/h) velocities in the positive Z direction.

c. A thrust controller (accelerator) that allows the pilots to controlpower delivery to the thrust systems.

d. Safety devices, preventing unintended activation of the thrustsystems or/and limiting maximum power on thrust systems, keeping thepilot at a safe altitude range. Safety devices include but do not limitthemselves to visual and audible alarms.

e. A central computer system carrying at least the following tasks:

-   -   e.1 Reading the controller acceleration command and forwarding        that command to the thrust system;    -   e.2 If the thrust system uses variable pitch propellers, and the        computer controls propellers' pitch, propeller pitch is selected        in order to maximize thrust (if maximum thrust is requested), or        to maximize overall thrust system efficiency (when a fraction of        the maximum thrust is requested);    -   e.3 Monitoring sensors including Thrust System Malfunction        sensors, Low Fuel/Energy sensors, and Safety Device sensors; and    -   e.4 Sending alarm signals when necessary.

An implementation of such a control system is presented in FIG. 17.

It is obvious that such a device can be implemented in a multitude offorms, using different technologies to accomplish functional subsystems.

The components, advantages and other features of the invention willbecome more apparent upon reading of the following non-restrictivedescription of some optional configurations, given for the purpose ofexemplification only, with reference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 represents a simplified description of the vehicle.

FIG. 2 describes the forces applied on the pilot when using the vehicle,where the symbol O denotes a vector perpendicular to the screen,pointing towards the reader.

FIG. 3 portrays a dual ducted fan embodiment.

FIG. 4 presents a quad ducted fan embodiment.

FIG. 5 presents an octo-copter embodiment.

FIG. 6 presents a central rod section view of the frame.

FIG. 7 presents a side-view of a dual, ducted, fan embodiment.

FIG. 8 presents a close-up view of a one-ducted fan, showcasing a safetynet.

FIG. 9 presents a propulsion system embodiment with two geared engines.

FIG. 10 presents an assembly of propulsion systems with two gearedengines as a sectional view.

FIG. 11 details the propulsion system gearbox of the propulsion system,without the cover.

FIG. 12 presents another embodiment of the propulsion system using dualsuperposed engines.

FIG. 13 presents another embodiment of the propulsion system using aturbine powered fan.

FIG. 14 presents a controller embodiment being attached to a hand.

FIG. 15 presents a controller embodiment with a hand pressing on it.

FIG. 16 presents another embodiment of a controller.

FIG. 17 presents a diagram view of a control system.

FIG. 18 presents simulation results, annotated as curves in order todisplay the position orientation, thrust intensity, and control anglesas a function of time.

FIG. 19 presents a top view of an octo-copter embodiment.

FIG. 20 presents a top view of a dual-ducted fan embodiment.

FIG. 21 presents a front view of another dual-ducted fan embodiment.

FIG. 22 presents a side view of another multi-ducted fan embodiment.

FIG. 23 presents a top view of another multi-ducted fan embodiment.

FIG. 24 presents a perspective view of another multi-ducted fanembodiment.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTIONPreliminary Definitions

Average sized person: A person having features or body parametersincluded between the 5^(th) percentile and 95^(th) percentile male orfemale in a male or female population in accordance, for example, withthe anthropomorphic values provided in Appendix B of MIL-STD-1472 Rev. G

Control similar to thrust vectoring: The vehicle being relativelylow-weight (and with low inertial momentum) compared to the pilot, thepilot has the ability to control the vehicle's orientation and thus, itsthrust direction.

Control through direct movement of body parts : Refers to using thepilot's unassisted body movements to control the vehicle directly. Morespecifically, the pilot's movement can change the orientation of thepropulsion means which are in direct contact, or attached, to parts ofhis or her body.

Controlled torsion: The pilot being in contact with or attached to thevehicle at 2 distinct points on the right and left side, applying atorque on the vehicle around the X axis; the vehicle can be designed toallow this torque to induce a torsion around the X axis, in turnaltering the alignment between the propulsion systems.

This controlled alteration can be used advantageously to provideadditional control to the pilot.

Dimensions with respect to X, Y and Z axes: Vehicle's dimension withrespect to each axis is defined by taking the dimensions of the smallestbox aligned with XYZ that includes the vehicle.

FIG. 1 illustrates the platform base assembly's dimensions:

-   -   a) 13 is the dimension in the X direction;    -   b) 11 is the dimension in the Y direction; and    -   c) 12 is the dimension in the Z direction.

Passenger: A person standing on or being attached to the vehicle or tothe pilot, that has no or relatively small control on the vehicle andwho is being transported through the air along with the pilot and thevehicle.

Pilot: The person controlling the vehicle in terms of orientation,displacement, and thrust intensity. Additional loads may be attached tothe pilot. Of course, the vehicle may be used without pilot whenemploying an automatic control system and/or remote control, for examplein the case wherein the vehicle has to be moved from a place A to aplace B in order to pick up the pilot.

Platform's vehicle plane: Plane (14) going through the center of mass ofthe vehicle and perpendicular to the propulsion direction, as depictedin FIG. 1.

Platform-shaped vehicle: Vehicle whose dimension in the Z direction issmaller than the one in the X-Y direction, excluding the pilot, andwhose direction of propulsion is oriented in the positive Z direction.

Propulsion system: Unit assembly providing thrust in the air.

Propulsion means: The set comprising all thrust elements of the vehicle,constituted of a multitude of propulsion systems.

Propulsion systems on one side of the vehicle: The set comprising allthrust elements on one side of the vehicle, the vehicle being generallysymmetric, this expression refers to half of the propulsion elements.

Recoverable failure: Failure that may affect the vehicle'smaneuverability and control but where controlled flight and landingremain possible, and where the pilot has been trained for the saidfailure.

Static thrust: maximum thrust in N achieved by the propulsion means whenthe vehicle has a zero-displacement velocity, when surrounded by avolume of air of large dimensions compared to the vehicle, at sea-levelpressures and ambient temperatures of 25 degrees.

Unrecoverable failure: Failure of at least one part which prevents safeflight and controlled landing.

XYZ Axes and Origin: X direction is defined as the direction from theleft foot contact point with the vehicle towards the right foot contactpoint with the vehicle. Y direction is defined as perpendicular to X andwithin the platform base assembly's plane, pointing in front of thepilot. The Z direction is defined as the total propulsion direction. Inthis case, X, Y and Z form a direct orthogonal base. The origin O isdefined as the center of mass of the vehicle.

The following detailed description is illustrative of preferredembodiments of the invention presently contemplated. Such description isnot intended to be understood in a limiting sense, but to be an exampleof the invention presented solely for illustration thereof, and byreference to which in connection with the following description and theaccompanying drawings one skilled in the art may be advised of theadvantages and construction of the invention.

Detailed Description of the Frame Embodiment

A novelty factor among others presented within this invention is relatedto a platform-shaped vehicle onto which the pilot stands and controlsthe flight using movements of his body, preferably the lower part of hisor her body, wherein the platform based assembly's dimensions in XYplane is comparable to the pilot's height (within 0.25 and 3 times hisor her height) and is less than 0.75 times the pilot's height on the Zaxis.

In this specified case, the frame's shape can vary within differentembodiments, while staying within the scope of the invention. Itsfunction is to hold the components of the vehicle together, and istherefore dependent on the choice of propulsion means and their shape. 3different shapes are illustrated in FIG. 3, FIG. 4 and FIG. 5; FIG. 1represents a dual-ducted fan implementation. FIG. 2 represents aquad-ducted fan implementation. FIG. 3 represents an octo-copterimplementation, with non-ducted propellers. These implementations arepresented for illustrative purposes only and it is obvious that a personskilled in the art can design a frame that is of a different shape, withdifferent number of attachment arms or with a different number of ductedfans, all the meanwhile remaining within the scope of this invention.

However, within the 3 frame implementations presented, the frame isapproximately symmetrical about the YZ plane and composed of 3 sections:the central section of the body is either 32, 42, or 52; the rightsection of the body is either 30, 40, or 50; finally, the left sectionof the body is either 31, 41 or 51. Within all presented embodiments,the pilot is secured to the frame at attachment areas 15 and 16. Theyrepresent the only regions of contact between the pilot and the vehiclein normal flight.

As a general construction guideline, within the presentedimplementations, the frame is composed of a composite outer shell (FIG.6), and the interior is built using a low-density foam-type material.Whereas the stress is supported by the exterior composite, thelow-density interior lowers the overall density of the machine. Thetarget overall density for the whole vehicle is the density of water,preventing the pilot and the machine from sinking in case of a waterlanding.

FIG. 4 represents a sectional view of the central section, through theframe's symmetry plane. It is designed to allow a controlled twistingmovement in normal operation, which in turn generates a misalignmentbetween the propulsion systems on one side of the vehicle and thepropulsion systems on the other side, and therefore generates a torquearound the Z-axis. For this purpose, a custom cross-section has beenused, described in FIG. 7. Fins (62) have been integrated into thestandard shell design; they support bending stress, but also have a lowtorsion constant. These fins may be extended all the way to the centerof the oval. This allows the shell thickness to be varied in order toobtain diverse torsion constants, all the while maintaining maximumbending moment high. The torsion elastic modulus of the central bar hasbeen selected to allow the pilot to twist the vehicle with theunassisted force of his feet, and can be preferably in the range 100Nm/rad to 1000 Nm/rad.

Moreover, certain redundant propulsion systems on one side of thevehicle generate a torque in case of partial failure. The torquegenerated by twisting the vehicle's frame at the maximum can at leastmatch this residual torque, in order to allow controlled landing even incase of partial failure.

Within all presented embodiments, the vehicle is equipped with 4 legs(One leg is identified in each implementation as 33,43,53); withinnormal operation, they are the only parts of the vehicle touching theground during takeoff and landing. These legs can be part of the frameor can be attached to the frame. In all cases, their base is close tofastening areas 15 and 16, and their extremities form a rectangle largeenough to ensure stable landing. Minimum landing-rectangle sizes are 0.6m in each direction. The legs are bent upwards and touch the ground at atangency point close to the extremity of the leg; this shape is veryconvenient for this particular application as impact energy is in parttransformed into heat due to the leg's friction on the ground, thusleading to a natural damping and preventing the pilot from beingprojected back in the air; the shape is also fitting in the case ofcrash-landing, in which situation the legs can be designed to absorb amaximum of energy by braking progressively from the tip to their base.

Within one embodiment (FIG. 1), the frame includes ducted fans that areto be used together with the thrust assemblies. In this case, the ductedfans become part of the body. Also, within the preferred embodiment, anet is attached at the intake of each ducted fan. In that case, the topof the duct is perforated for that purpose, as described in FIG. 8. 80represents holes drilled in the frame and 81 is a safety net.

Detailed Description of the Propulsion Means

In FIG. 3, FIG. 4 and FIG. 5, the parts described by 34, 47, 57 refer tothe right side propulsion means and 35, 48, 58 to the left sidepropulsion means.

The propulsion means presented here exemplify specific implementationsand their description is not intended to limit in any way the scope ofthe invention. As technology evolves, it would be within the reach of aperson skilled in the art to implement a thrust assembly up-to-date withthe latest, most powerful, efficient, and light technologies.

One implementation of the propulsion systems on one side of the vehicleis a dual gas engine geared co-axial, dual propeller redundant system,as described in FIG. 9 in an isometric view or in FIG. 10 in a sectionalview, meeting the unique requirements for this specific application.

The assembly is composed of 3 sub-assemblies:

-   -   a) the engines (92 and 96) and connecting plates (90 and 93, 93        being at the same time a gearbox);    -   b) the gear systems (103, 104, 105, 106) and shaft 91; and    -   c) the counter-rotating propellers sets (94, 95).

2 engines, (92 and 96), are placed on either side of the central axis,each running in the direction opposite the other. They are connected bya connecting plate (90) and an upper-connecting plate (93), that alsoserves as a gearbox.

The gear systems used as reduction gearboxes are spur gears. Detailsabout the gearbox are presented in FIG. 11. Note that both reductiongearboxes are independent and superposed on 2 distinct constant-heightplanes. Independent rotation of the 2 central gears (104 and 105) isobtained by isolating the gear (105) from the shaft's (91) rotationtrough bearing (100), allowing the gears (104) and (105) to rotate in 2opposite directions. The shaft itself is supported through bearings (101and 102), in turn attached to a connecting plate (90) and upper gearbox(93). Of course, gear oil is used for lubrication, and spur gears can bereplaced with helical gears or herringbone gears. A starter (97) is usedto start the engines. A sliding element (1 12) may be used tosequentially connect the starter (97) to the upper gear 105 in order tostart engine 92, and then connect it to gear 104 in order to startengine 96. Once both engines are started, the sliding element may returnto its retracted position.

Propeller mount areas (1 10 and 1 1 1) provides propeller mounts for thetwo sets of propellers 94 and 95. Propeller mount area 1 10 is attachedto exterior of bearing (100); Propeller mount area 1 1 1 is installeddirectly on the shaft, providing mounts for the second set of propellers(95).

For optimal cooling, it is necessary to guide airflow through theengine's cooling fins. This can be achieved using baffling.

Moreover, the engines' intake can be favorably equipped with anelectrically-controlled valve that closes in case the emergency shutoffprocedure is engaged. The first function of the valve is therefore toprevent liquids from entering the engine intake.

This engine assembly presents advantageous characteristics for ourspecific usage:

Redundancy: Each propeller set, given that the corresponding reductiongearbox mechanisms and engines are independent of each-other, enable thesystem to provide half the power in case of an engine failure, thiscorresponds to more than 50% of nominal thrust, disc loading beinginferior in that case. In turn, this allows vehicles to be designed in away that permits emergency landing with only 3 out of 4 engines running,or even 2 out of 4, as long as failures do not occur on the same side.

Another advantage of this assembly is the fact that gyroscopic effectscan be completely cancelled out: Given that the 2 propeller sets andengines rotate in 2 opposite directions, the gyroscopic effects due tohigh speed rotation cancel out. Therefore, changing the thrust directiondoes not present side effects, behaves in a similar fashion at all rpmvelocities and does not generate additional stresses through the frame.

Yet another upside of this assembly is the ability to increase theengine's rpm; higher rpms allow the usage of smaller engines and ahigher power-to-weight ratio.

However, special care has to be taken into consideration when designingsuch an assembly. One important factor to take into consideration isbearings side-load and central-shaft load; in our design, bearing (100)is an angular contact bearing. Gyroscopic forces are not present outsideof the assembly, but they are stressing the main shaft nonetheless. Thewhole assembly not having a gyroscopic effect, it is possible to changethe direction of the assembly quickly and without resistance. The pilotmay not be aware that a quick change in thrust direction stresses themain shaft, and main shaft failure would be catastrophic. For thatreason, the main shaft has to be designed with a large safety factorover worst-case usage scenario.

An alternative embodiment of the propulsion systems on one side of thevehicle is described in FIG. 12. It consists of 2 engines (120) withpropellers attached directly on their shafts, but placed one on top ofthe other. By placing the top engine upside down, we allow it to rotatein the same direction as the other engine. Both propeller sets staycoaxial, turning around axis (102) in opposite directions. Theadvantages of this embodiment are: increased reliability due to thereduced number of moving parts, reduced size, and zero gyroscopiceffect. The downsides of this embodiment are: lower thrust efficiency,lower maximal hover thrust, as well as the inability to use the enginesat their maximum power rating given that the blades would only reachsub-optimal tip velocities.

Yet another embodiment of the propulsion systems on one side of thevehicle is using opposed, electric engines mounted back-to-back in acounter-rotating propeller configuration.

In yet another embodiment, the propulsion systems on one side of thevehicle is composed of one single ducted fan assembly with a singlepropeller. The downside of this design is that each independentpropulsion systems on one side of the vehicle has a non-zero gyroscopiceffect; however, it making the propeller on the right side rotate theopposite way compared to the one on the other side cancels out thegyroscopic effect and the whole vehicle has zero gyroscopic effect.However, gyroscopic forces generate torques within the frame, and incase of a roll movement (leaning on the right or left side of thepilot), they will interfere with the torsion force generated by thepilot's feet.

Yet another embodiment of the propulsion system on one side of thevehicle is described in FIG. 13. It presents a turbine (130)-poweredducted fan. The dimensions of the turbine in our case being much smallerthan the duct's size, a reduction gearbox (131) has to be used. Usingthe gearbox to reverse the rotation direction of the turbine's rotatingparts minimizes the gyroscopic effect. The advantages of such a thrustsystem are: its low size, low weight and reliability, whereas thedownsides are its costs and lower efficiency at this scale given currentturbine technologies at these dimensions.

Yet another embodiment of the propulsion systems on one side of thevehicle set is composed of multiple brushless electric motors with fixedpitch propellers set in a multi-copter configuration, as described inFIG. 4 and FIG. 5. When used within a multi-copter configuration, themotor/propeller sets are separated into 2 groups (47, 57, 48, and 58)and the rotation direction is chosen in order to cancel the gyroscopiceffect within each group.

Moreover, if the vehicle is also intended to be remote-controlled, moreconstraints are to be set on the directions of rotation. In order togenerate a torque around the Z-axis by the modulation of the propellers'angular velocities, and to make the vehicle turn counter-clockwise, forexample, it is necessary to increase the power on the propellersrotating clockwise and lower the power on those rotatingcounter-clockwise. The propellers' rotation angle can be chosen in a waysuch that this process does not have other side effects (such asshifting the resulting thrust vector away from the center of thevehicle).

In yet another embodiment illustrated in FIGS. 22 to 24, the propulsionsystems on one side of the vehicle are composed of:

-   -   a) One high-power ducted fan used as main source of lift.    -   b) Two (smaller) control ducted fans used for control and        stabilization.

For a total of 2 lift ducted fans and 4 control ducted fans

For this embodiment, one can use a coordinate system centered on thecenter of the vehicle as described in FIG. 23.

Let Dmain be the distance from the center of the ducted fan to thecenter of the vehicle, in the range of 55 to 80 cm.

Let Dcontrolx be the distance from the center of one of the controlducted fans to the center of the vehicle about the X axis, in the range25-35 cm.

Let Dcontroly be the distance from the center of one of the controlducted fans to the center of the vehicle about the Y axis, in the range25-35 cm.

It is possible to tilt all the ducted fans towards the front (positiveX) part of the aircraft. Let aTilt be that angle, in the range 0 to 10degrees. This tilting allows the aircraft to move towards the front whenit is perfectly leveled.

Let aControl be another tilt angle, applied to the control fans, in therange 20 to 45 degrees.

Table (12) describes the positions and orientations of the ducted fans.

TABLE 12 Description Id Position Orientation High power 220 (Dmain, 0,0) (0, sin(aTilt), cos(aTilt) ducted fan High power 221 (−Dmain, 0, 0)(0, sin(aTilt), cos(aTilt) ducted fan Control 222 (Dcontrolx, Dcontroly,0) (sin(aCtl), −sin(aTilt), ducted fan cos(aTilt * cos(aCtl)) Control223 (−Dcontrolx, (sin(aCtl), −sin(aTilt), ducted fan Dcontroly, 0)cos(aTilt * cos(aCtl)) Control 224 (−Dcontrolx, −Dcontroly, (sin(aCtl),sin(aTilt), ducted fan 0) cos(aTilt * cos(aCtl)) Control 225 (Dcontrolx,−Dcontroly, (sin(aCtl), sin(aTilt), ducted fan 0) cos(aTilt * cos(aCtl))

Placing the small ducted fans this way allows us to create a torquearound X, Y or Z axis by modulating the outputs on each of the 4 controlducted fans, using control configurations from Table (13).

TABLE 13 Torque Config 221 222 223 224 vect. C0 + − + − (0, 0, 1) C1 − +− + (0, 0, −1) C2 + + − − (1, 0, 0) C3 − − + + (−1, 0, 0) C4 + − − + (0,1, 0) C5 − + + − (0, −1, 0)

Comments applicable to all configurations:

Depending on the application, the propellers can be ducted. Moreover,propulsion means can be optimized for low velocity (less than 100 km/hdisplacement velocity along the axis of the propulsion systems) or highvelocity (more than 100 km/h displacement velocity along the axis of thepropulsion systems.)

Propulsion systems that provide more than 50% of the static thrust at100 km/h displacement velocity along the axis of the propulsion systemsare considered to be high-velocity capable.

One possible way of attaining high performance hovering as well ashigh-velocity capability is through the usage of variable pitchpropellers; this applies to all propeller based propulsion systems.

Detailed Description of the Controller and Optional Display

The following detailed description of the controller is that of the bestmode or modes of the invention presently contemplated. Such descriptionis not intended to be understood in a limiting sense. Can other futurecontroller-related inventions be presented, whether they be physical orhands-free control devices, it would be within the knowledge of a personskilled in the art to integrate such alternative control systems withinthe vehicle.

In the preferred embodiment, the controller is a hand-held deviceattached through a wire to the vehicle as seen in FIG. 14. It contains arotating part, where the accelerator (141) can be rotated by thegrasping movement of the pilot's hand. A spring allows the acceleratorto rotate back into its idle position in case the pilot stops exerting apressure on it. The rotation of plate (141) relatively to plate (140)can be measured using a potentiometer or using a magnetic angularposition sensor. The hand-held device is equipped with an extrusion(142) placed under the pilot's thumb, and buttons on it allow him or herto have additional control over the vehicle. The buttons placed on thisextrusion are motor-starting buttons for each motor, emergency stopbuttons for each motor, and emergency stop (145) for all motors.

Optionally, the controller has a friction button that locks thecontroller at the current thrust level by pressing a button (143) on theside of the extrusion (142).

In another embodiment presented in FIG. 16, the controller is apliers-type hand-held device. Like certain pliers, it uses a spring toallow the pliers to return to their open position automatically. In thisembodiment, the controller is composed of:

-   -   2 main solid parts (160 and 162), handles shaped like 2 bent        arms, capable of rotating around a pivoting mechanism (166). The        angle between the 2 solid parts can be measured using a        potentiometer or using a magnetic angular position sensor;    -   at least one control button (161), in most cases intended as the        emergency stop button; and    -   optionally, a safety bracelet (163) attached to connectors        (165), and which can be worn by the pilot.

In addition to the presented embodiments, a display along with acomputerized system indicating information useful to the pilot,including but not limited to the vehicle's status, position, informationand, possibly, topological information about the environment surroundingthe vehicle, information about positioning and risks associated withnearby vehicles, alarms, as well as readings of various sensors. Thisdisplay may be part of the controller, may be attached to the user'sforearm or may be integrated within the pilot's glasses or helmet.

Detailed Description of Preferred Embodiments Regarding Safety Devices

The following descriptions present systems that are intended to augmentthe safety of the vehicle.

One embodiment of such a system is a safety bracelet as described on theright side of FIG. 16. The bracelet is composed of a flexible part(163), an electrical connector (164) and a corresponding connector(165). A monitoring system validating that connector (164) is pluggedinto connector (165); a failure in this validation prevents the enginesfrom running, therefore preventing unintended acceleration when thepilot does not hold the controller in his or her hand.

Yet another embodiment of such a system is a net, placed at thepropeller's duct entrance, as is shown in FIG. 8; it prevents the pilot,birds or any other debris from touching the high speed rotating blades.The net (81) is attached using dedicated drilled holes (80) integratedwithin the frame.

Furthermore, another embodiment of such a system is a height sensor,which, in combination with software and the central computer, acts as aheight limitation device, thus preventing the machine from exceeding acertain height above the ground.

Furthermore, another embodiment of such a system is a quick-detachstructure allowing the pilot to quickly detach from the platform basedassembly in case of an emergency.

Furthermore, another embodiment of such a system is a parachute or aballistic parachute which the pilot can carry in order to aid him or herin case of any vehicle failure; however, the usage of such equipment islimited to altitudes that permit a safe deployment.

Furthermore, another embodiment of a safety device is the addition ofheadlights and/or navigation lights that may or may not be of the strobelight type, increasing the visibility of the vehicle, for example duringnighttime flights, and helping the pilot perceive the environment.

Furthermore, in another embodiment of such a system, the bindingsfastening the pilot's boots to the frame incorporate a presence sensorthat is only activated when a boot is strapped in. These sensors areconnected to the central computer and prevent the machine from beingactivated when no boot is attached to the binding.

Finally, in yet another embodiment of the invention, the vehiclecomprises a collision detection device capable of predicting collisionswith static solids or moving objects.

Description of Manufacturing Methods

The vehicle is built using industry standard methods. These methodsinclude:

-   -   a) carbon fiber industry standard methods. They include the        usage of vacuum bagging;    -   b) carbon fiber bonding using industry standard bonding agents;    -   c) production of metal parts using CNC machining. The CNC        machines can have 3,4 or 5 axes;    -   d) production of metal parts using industry standard methods;        and    -   e) assembly of the vehicle using industry standard methods.

Description of Methods for Using the Vehicle

The pilot secures his or her feet to the attachment areas, engages atleast parts of the propulsion means, takes off by increasing thepropulsion intensity and flies the vehicle, exerting control over thespatial positioning through the power of the propulsion means and by thedisplacement of his or her body respective to the vehicle. Balancecontrol is achieved using the pilot's own reflexes and feet to stabilizethe vehicle. Propulsion intensity is regulated using thehand-controller.

Balance control (achieving balance on the vehicle): in one example, ifthe pilot is leaning towards the front of the vehicle (as in FIG. 2) andwants to regain an upright position, he or she can apply pressure at anangle a where the platform based assembly is rotated clockwise comparedto its default position for a certain period of time. This will generatean angular acceleration, making him roll towards the upright position.However, before the upright position is reached, the pilot can applyforce at an opposite angle a, allowing him or her to reach the uprightposition without continuing to roll towards the back.

This method uses reflexes similar to the ones we already use in order tostand up.

During learning, it is possible that the pilot overreacts, generating anoscillation. This effect can also be present in the case of the bindingswith the vehicle not being secured enough. It is also important to notethat standing balance-control quickly becomes intuitive and, once thereflexes are formed, reliable and precise control of the vehicle caneasily be achieved.

High speed flight: If the vehicle has been designed for high-velocityflight, the pilot can lean forward and go from his or her standing(vertical) position to an approximately horizontal position. In thiscase, aerodynamic forces on the pilot provide lift and the propulsionmeans are used for lateral displacement. For

landing, the pilot can lean back to his or her vertical position.Moreover, the pilot can wear equipment that improves his or heraerodynamics and lift coefficients.

The method for flying the vehicle may comprise:

-   -   a) a pre-flight checklist related to the vehicle: controller        check (full travel), controller check (friction on), energy        source check, motor check, batteries check, generator check,        electronics check, ignition switch check;    -   b) pre-flight procedures related to the vehicle: strap-in,        engine startup; and c) take-off procedure related to the        vehicle: Clearance check.

Landing procedure depends on landing surface:

Solid-leveled ground: Slowly reduce thrust until contact. Minimizeimpact by accelerating just before touchdown.

Non-leveled ground: Use lateral acceleration to match the landingsurface's angle, and approach the landing area upwards from the areathat is deeper. When touchdown occurs, use the emergency stop button toquickly shut off all engines.

Water-landing: At the recommended height above water, which is in therange of 1.5 to 5 meters below water surface (depending on the velocityrate at which the propellers can be stopped), use emergency stop buttonto shut down all engines and decelerate the propellers as quickly aspossible. This will initiate free fall. Once in the water, un-strap fromthe vehicle.

Emergency procedures: If a propulsion system on one side of the vehicleis partially failing, the center of mass of the vehicle has to be movedfurther away from the faulty thrust assembly. In case of unrecoverablepower failure, initiate usage of the emergency shutdown button anddeployment of the parachute.

Training procedures: A training procedure for inexperienced pilotsoccurs in a setup where the pilot and the vehicle are secured by a ropeat a safe distance above the ground.

This training procedure includes the usage of a rope tensioningmechanism that prevents the rope from becoming loose, thus avoiding therisk of being aspirated by the propulsion means. Using this scenario,the pilot learns to balance the vehicle in a safe environment.

In order to achieve this training procedure, the pilot has to followthese steps:

-   -   a) The pilot puts a harness on;    -   b) The pilot fastens his or her feet to the vehicle, performing        preflight checklist;    -   c) The pilot attaches the rope to his or her harness;    -   d) The pilot is lifted in the air by pulling onto the rope and        locking it in a position safe below ground level;    -   e) The pilot starts the propulsion means. He slowly increases        the thrust intensity until he is able to lift the platform based        assembly above the rope's equilibrium height. He attempts to        achieve hovering; however, can he lose control of the vehicle,        he can decrease the thrust intensity to its minimum, or,        optionally, use the emergency stop button to turn off the        vehicle; and    -   f) The pilot turns off the vehicle, falls and is left hanging on        the rope.

Learning methods include training in emergency situations, such as thosesituations in which one or more propulsion systems are intentionallykept off.

Description of Usages of the Vehicle

The vehicle can be used for the following, as well as other, purposes:

-   -   a) flying from point A to point B,    -   b) usage as emergency vehicle allowing rescue teams to reach        hardly accessible areas; and    -   c) usages of the vehicle for surveillance and military        applications.

EXAMPLE 1 Octocopter Implementation of the Vehicle

FIG. 5 presents an electric octo-copter implementation of the invention.The vehicle is built according to the general description of theinvention and to the detailed description of the preferred embodiments,considering that an un-ducted electrical propeller based solution isadopted. In this case, the vehicle consists of:

A Carbon-fiber Frame

The frame has a shape described in FIG. 19 and wherein:

-   -   (190), the length of the small motor arms is in the range of 0.5        m to 0.75 m;    -   (191), the length of the long motor arms is in the range of 0.6        m to 0.9 m;    -   (192), the length of the flexible link between attachment areas        15 and 16 is in the range of 0.5 m to 0.75 m, with a torsion        elastic modulus ranging from 100 Nm/rad to 1000 Nm/rad;    -   (194), the angle between the 2 long motor arms ranges from 45 to        60 degrees;    -   (193), the angle between the one long motor arm and a short one        is in the range of 55 to 70 degrees;    -   the height of the vehicle is in the range of 0.3 to 0.5 m;    -   the square delimited by the tips of the landing arms in the X        direction (192) is in the range of 0.5 m to 0.75 m; it is in the        range of 0.8 m to 1.2 m in the Y direction;

-   the frame is built using an internal mold of polystyrene foam that    has been CNC machined to follow the plans in FIG. 5. Each arm has a    conical shape that is thicker towards the attachment area. Two    bi-directional carbon fiber layers are applied on the whole frame    and pressed until properly cured. If necessary, the frame can be    divided into smaller parts and fused by a bonding agent; and

-   the frame's central part has a section shaped as described in FIG. 6    with 4 fins protruding internally (62).

Propulsion Means and Energy Source

The motors to be used are brushless electric motors capable ofsustaining at least 4000 W at 6000 RPM for the flight duration,preferably with a shaft diameter of at least 10 mm. Propellers arelightweight carbon-fiber propellers designed for electric motors, 59 cmlong. The recommended rotation direction is to make all the propellersin front of the pilot turn one way, all the ones behind him in theopposite direction. Individual thrust tests for a motor-propellerassembly can be no less than 130 N. That totals 1040 N thrust. Eachmotor cannot weight more than 1 kg.

Batteries used for this implementation were of lithium-polymer type, of10 S 5000 mAh type, one for each motor. The weight of all the batteriescan be about 12.5 kg.

Using these specifications, the vehicle's total weight is approximately28 kg. The pilot that flies such an vehicle cannot weigh more than 65kg. Flight tests have been achieved with a pilot measuring 1.8 m.

Controller

In this case, the controller used has a pliers-type shape and isdescribed in FIG. 16. A potentiometer placed in the pivoting part (166)senses the angle between the rotating parts (160 and 162), and ismonitored by a central computer onboard. The thrust intensity isforwarded to 8 brushless engine controllers, each controlling oneengine.

Flight and Method of Control

Multiple flights have been achieved using the described octo-copterimplementation. Learning has been achieved using learning methods in the“Description of methods for using the vehicle” section. Stable takeoff,flight and water-landing has been accomplished. The total flight timewas of 52 seconds with a total traveled distance of approximately 40 m.

EXAMPLE 2 Dual Ducted-Fan Implementation of the Vehicle

FIG. 3, FIG. 20 and FIG. 21 present a dual ducted-fan implementation ofthe invention. The vehicle is to be built according to the generaldescription of the invention and to the detailed description of thepreferred embodiments, considering that two ducted fans are used as thepropulsion means. Moreover, each ducted fan has 2 sets ofcounter-rotating propellers, each set of propellers being powered by itsdedicated motor; the motors are reciprocal combustion engines. In thiscase, the aircraft consists of a carbon fiber frame (30,31, 32).

The frame has a shape described in FIG. 3 and also in FIG. 20 or 21wherein:

-   -   the duct internal diameter (201) is in the range of 0.6 to 1.2        m;    -   the length of the flexible link (200) between attachment areas        15 and 16, ranges from 0.5 m to 0.75 m;    -   the height of the vehicle is in the range of 0.4 m to 0.8 m; and    -   the landing arms have a projected length onto the platform based        assembly's plane of 0.7 to 1.1 m, and are describing a rectangle        on the ground of at least 0.6 m by 0.6 m.

The frame is shaped as 2 short and wide ducts (oriented with their axisvertically) (30 and 31), their height-to-width ratio being lower than 1,connected with a connecting link (32). The connecting rod has a sectionas described in FIG. 6 containing an exterior shell (61) with 4 internalprotruding fins (62), and a torsion elastic modulus in the range of 100Nm/rad to 1000 Nm/rad. The frame also contains 4 outward-bent landingarms (33); these arms are the only part in contact with the ground innormal use.

Each ducted fan is equipped with diametric crossing arms creating anattachment region for the propulsion means (34). The crossing arms havean X shape, are present at the exit of the duct, and can optionally beplaced at the entrance of the duct as well. The placement of crossingarms at the entrance of the duct allows a stiffer installation of theoptional entrance net (81), attached through an array of holes (80).

Areas 15 and 16 are designed with 4 bolts built into the frame, allowingbindings to be attached to the frame. Standard adjustment mechanismsthat allow, for example, the adjustment of the binding orientation areoptional.

Propulsion Means and Energy Source

The propulsion systems used within this implementation are described inFIG. 9, FIG. 10 and FIG. 11. Each duct is equipped with 2 sets ofcounter-rotating propellers (94 and 95), each of which is powered usingits own combustion engine (92 and 96), delivering power to a reductiongearbox (93). Propellers (94 and 95) with different pitch can be used,allowing both optimization of the propulsion systems on one side of thevehicle for hovering or for high speed flight. Moreover, this designprovides zero gyroscopic effects in normal use, and redundancy (withsome gyroscopic effects) in case of emergency. The total engine power inthis implementation is about 60 KW.

Controller

The controller used within this implementation is the one described inFIG. 14, using 2 pivoting mechanical parts (141 and 142) and beingattached to the pilot's hand through a strap-type attachment (144).

Flight Method and Control

The method to be used for flying this implementation of the vehicle isthe one described in the Methods for Using the Vehicle section.

EXAMPLE 3 Board-Shape Implementation of the Vehicle

FIGS. 22, 23 and 24 present an implementation of the invention using atotal of 6 ducted fans. The shape of the vehicle in this implementationresembles a board, more specifically, it is a rounded-rectangular shapevehicle, where its shape about the X-Y axis is a rounded rectangle withan aspect ratio of about 2.5 to 1, longer towards the X axis, and wherethe dimension of the board about the Z axis is significantly lower thanabout the X or Y axis, in this case, ½^(th) of the dimension about the Yaxis.

The propulsion systems are arranged as follows:

-   -   a)—Two main high power ducted fans (220 and 221);    -   b)—Four control ducted fans (222, 223, 224, and 225);

The 3D coordinates as well as 3D pointing direction of each ducted fanare described in the Table (12)

This embodiment is intended for low altitude (0-3 m) flight in hovermode, with limited height and limited maximum velocity. It does notcontain any location

where the feet should be attached to the vehicle, and users can jumpoff/on the platform.

Power Source

This design preferably uses both batteries and gasoline. Batteries areused to power the 4 smaller (control) ducted fans, and gasoline is usedto power the larger main fans.

Control System

All fans are controlled by a central processing unit.

The distance to ground in the Z direction, called H, is measured using aset of sonars. In case sonars are not able to properly measure thedistance, the system relies on altimeter or GPS data.

The main ducted fans rotation speed can be adjusted in a predictable wayto achieve a certain thrust, which is directed mainly towards thedirection of the duct described in table (12). Let D be the direction,and

F=D*F   (14)

Where F is a scalar. Let Htarget be the target hover height, and H bethe current hover height, both scalars.

Power on the main ducted fans is modulated to maintain a certain targetdistance to the ground, using a PD control system:

F=K0+(Htarget−H)*Kp+VH*Kd   (14)

Where K0, Kp and Kd can be adjusted. In the preferred embodiment, K0 isadjusted to compensate for the total weight of vehicle and pilot andwhere Kp and Kd are adjusted for critical or under-critical dampingallowing the aircraft to return to Htarget if an external perturbationoccurs without oscillations.

Additionally, a maximum velocity on the Z direction can be imposed bycalculating

FmaxV=(Clamp(VH, VHMin, VHMax)−VH)*Ks   (15)

Which, if it is added to F:

Ftotal=F+FmaxV   (16)

Also, a PID controller can be used to achieve height control.

Preferably, power on the control fans is modulated in order to alter theorientation of the vehicle and make it converge towards a targetorientation, and PD or PID control device is used for controlling theorientation of the vehicle.

Preferably, it is possible to create torque around each axis of theaircrafts using different power configurations on the control ductedfans. The torques associated with each power configuration are describedin Table (13).

Preferably, target orientation is modulated to achieve standalone flightand locomotion without pilot in the XY plane.

Preferably, the orientation control device is set to behave in thefollowing way:

-   -   a) When no pilot is present, its orientation is set to bring the        vehicle to a non-moving zero-velocity state. The converging        orientation, in case of no external wind, is an orientation        where pitch=−4 degrees and a roll=0.    -   b) When a pilot is present, the orientation control is loosened,        and only becomes active when the vehicle is oriented with yaw or        roll beyond a certain interval.    -   c) When the vehicle's roll angle is modified, the control system        applies a torque on the Z axis. This allows the pilot to control        the aircraft's yaw angle by tilting the aircraft around the roll        angles.

Note that in this case, the frame is rigid and the control of theaircraft does not necessitate twisting.

Preferably, the direction towards the positive X axis is the preferreddisplacement direction, making the vehicle have a “front” and a “back”.

Using the described configuration and controller:

-   -   a) It is possible to alter vehicle's orientation sufficiently to        make it move backwards.    -   b) When applying a roll to the vehicle, the vehicle begins a        sideways movement because of the alignment of the ducted fans.        However, the embedded controller applies a torque around the Z        axis making the board turn with the front towards the movement's        direction. In the end the vehicle ends up moving mainly towards        its front direction.

It is also important to note that the underside of the vehicle containsa fin that increases drag towards the Y direction, and, also, its largersize towards the back of the vehicle generates a torque that also tendsto align the front of the vehicle with the direction of movement.

Although the present invention has been described with the aid ofspecific embodiments, it can be understood that several variations andmodifications may be grafted onto said embodiments and that the presentinvention encompasses such modifications, usages or adaptations of thepresent invention that will become known or conventional within thefield of activity to which the present invention pertains, and which maybe applied to the essential elements mentioned above.

What is claimed:
 1. A personal flight vehicle for at least onefree-standing pilot, comprising: (a) a frame on which the pilot stands,wherein said frame provides a surface area upon which the feet of thepilot are positionable; (b) a plurality of rotor-based propulsionsystems connected to said frame, and wherein said propulsion systemsgenerate a thrust towards a direction substantially perpendicular to ahorizontal plane of the vehicle, with said thrust having a sufficientintensity to provide a maneuver of the pilot-embarked vehicle selectedfrom the group consisting of: vertical take-off and landing, flight, andlocomotion; (c) at least one propulsion system comprising a rotor thatspins clockwise, and wherein at least one propulsion system comprising arotor that spins counter-clockwise; (d) attachments for securing thefeet of said pilot, said attachments being configured to keep said pilotattached to the vehicle and wherein the weight of the vehicle is lowenough to allow said pilot's body movements to induce change in thespatial orientation of the vehicle which therefore changes said thrustdirection resulting in the vehicle's said locomotion; and (e) aplurality of brushless electric motors, wherein each of said brushlesselectric motors are connected to at least one propeller; and wherein atleast two of said electric motored propellers aim their thrust toward adirection different than a direction perpendicular to the horizontalplane of the vehicle.
 2. The personal flight vehicle of claim 1, whereinsaid weight of the vehicle is less than a weight of an average person toenable said pilot's body movements to induce change in the spatialorientation of said vehicle.
 3. A personal flight vehicle for afree-standing pilot, comprising: (a) a frame on which the pilot stands,wherein said frame provides a surface area upon which the feet of thepilot are positionable; (b) a plurality of rotor-based propulsionsystems connected to said frame, and wherein said propulsion systemsgenerate a thrust towards a direction substantially perpendicular to ahorizontal plane of the vehicle, with said thrust having a sufficientintensity to provide a maneuver of the pilot-embarked vehicle selectedfrom the group consisting of: vertical take-off and landing, flight, andlocomotion; (c) at least one propulsion system comprising a rotor thatspins clockwise, and wherein at least one propulsion system comprising arotor that spins counter-clockwise; (d) attachments for securing thefeet of said pilot, said attachments being configured to keep said pilotattached to the vehicle and wherein the weight of the vehicle is lowenough to allow said pilot's body movements to induce change in thespatial orientation of the vehicle which therefore changes said thrustdirection resulting in the vehicle's said locomotion; (e) a plurality ofbrushless electric motors, wherein each of said brushless electricmotors are connected to at least one propeller; and (f) at least oneinternal combustion engine used as a source of power.
 4. The personalflight vehicle of claim 3, wherein said weight of the vehicle is lessthan a weight of an average person to enable said pilot's body movementsto induce change in the spatial orientation of said vehicle.
 5. Thepersonal flight vehicle of claim 3, wherein said propellers are fixedpitch.
 6. The personal flight vehicle of claim 4, wherein saidpropellers are fixed pitch.
 7. The personal flight vehicle of claim 3,wherein said propellers are variable pitch.
 8. The personal flightvehicle of claim 4, wherein said propellers are variable pitch.
 9. Thepersonal flight vehicle of claim 3, wherein a shaft of at least one ofsaid internal combustion engines is connected to at least one propeller.10. The personal flight vehicle of claim 4, wherein a shaft of at leastone of said internal combustion engines is connected to at least onepropeller.
 11. The personal flight vehicle of claim 5, wherein a shaftof at least one of said internal combustion engines is connected to atleast one propeller.
 12. The personal flight vehicle of claim 6, whereina shaft of at least one of said internal combustion engines is connectedto at least one propeller.
 13. The personal flight vehicle of claim 7,wherein a shaft of at least one of said internal combustion engines isconnected to at least one propeller.
 14. The personal flight vehicle ofclaim 8, wherein a shaft of at least one of said internal combustionengines is connected to at least one propeller.
 15. The personal flightvehicle of claim 3, wherein at least one of said internal combustionengines is operatively connected to at least one propeller.
 16. Thepersonal flight vehicle of claim 4, wherein at least one of saidinternal combustion engines is operatively connected to at least onepropeller.
 17. The personal flight vehicle of claim 5, wherein at leastone of said internal combustion engines is operatively connected to atleast one propeller.
 18. The personal flight vehicle of claim 6, whereinat least one of said internal combustion engines is operativelyconnected to at least one propeller.
 19. The personal flight vehicle ofclaim 7, wherein at least one of said internal combustion engines isoperatively connected to at least one propeller.
 20. The personal flightvehicle of claim 8, wherein at least one of said internal combustionengines is operatively connected to at least one propeller.
 21. Apersonal flight vehicle for a free-standing pilot, comprising: (a) aframe on which the pilot stands, wherein said frame provides a surfacearea upon which the feet of the pilot are positionable; (b) a pluralityof rotor-based propulsion systems connected to said frame, and whereinsaid propulsion systems generate a thrust towards a directionsubstantially perpendicular to a horizontal plane of the vehicle, withsaid thrust having a sufficient intensity to provide a maneuver of thepilot-embarked vehicle selected from the group consisting of: verticaltake-off and landing, flight, and locomotion; (c) a plurality ofbrushless electric motors placed in a multi-copter configuration, andwherein said electric motors are each connected to a propeller, andwherein at least one propeller from at least one electric motor spinsclockwise, and wherein at least one propeller from at least one electricmotor spins counter-clockwise; (d) at least one battery that isoperatively connected to a plurality of said electric motors; (e)attachments for securing the feet of said pilot, said attachments beingconfigured to keep said pilot attached to the vehicle; and wherein theweight of the vehicle is less than a weight of an average person thusallowing said pilot's body movements to induce change in the spatialorientation of said vehicle which therefore changes said thrustdirection resulting in the vehicle's said locomotion.
 22. The personalflight vehicle of claim 21, further comprising an input device allowingsaid pilot to control the intensity of the thrust generated by saidpropulsion systems, wherein said control can be operated with the use ofat least one hand of said pilot.
 23. The personal flight vehicle ofclaim 21, wherein said propellers are fixed pitch.
 24. The personalflight vehicle of claim 22, wherein said propellers are fixed pitch. 25.The personal flight vehicle of claim 21, wherein said propellers arevariable pitch.
 26. The personal flight vehicle of claim 22, whereinsaid propellers are variable pitch.
 27. A personal flight vehicle for afree-standing pilot, comprising: (a) a frame on which the pilot stands,wherein said frame provides a surface area upon which the feet of thepilot are positionable; (b) a plurality of rotor-based propulsionsystems connected to said frame, and wherein said propulsion systemsgenerate a thrust towards a direction substantially perpendicular to ahorizontal plane of the vehicle, with said thrust having a sufficientintensity to provide a maneuver of the pilot-embarked vehicle selectedfrom the group consisting of: vertical take-off and landing, flight, andlocomotion; (c) attachments for securing the feet of said pilot, saidattachments being configured to keep said pilot attached to the personalflight vehicle; and wherein said attachments comprise an electronicallycontrolled binding mechanism allowing the pilot to detach on command.28. A personal flight vehicle for a free-standing pilot, comprising: (a)a frame on which the pilot stands, wherein said frame provides a surfacearea upon which the feet of the pilot are positionable; (b) a pluralityof rotor-based propulsion systems connected to said frame, and whereinsaid propulsion systems generate a thrust towards a directionsubstantially perpendicular to a horizontal plane of the vehicle, withsaid thrust having a sufficient intensity to provide a maneuver of thepilot-embarked vehicle selected from the group consisting of: verticaltake-off and landing, flight, and locomotion; (c) attachments forsecuring the feet of said pilot, said attachments being configured tokeep said pilot attached to the personal flight vehicle; (d) an inputdevice that allows said pilot to manually control the intensity of thethrust generated by said propulsion systems; and (e) wherein said inputdevice further allows the pilot to activate a lock on the amount ofthrust that was occurring at the time of said activation, and thereforefreezing said thrust.
 29. A personal flight vehicle for a free-standingpilot, comprising: (a) a frame on which the pilot stands, wherein saidframe provides a surface area upon which the feet of the pilot arepositionable; (b) a plurality of rotor-based propulsion systemsconnected to said frame, and wherein said propulsion systems generate athrust towards a direction substantially perpendicular to a horizontalplane of the vehicle, with said thrust having a sufficient intensity toprovide a maneuver of the pilot-embarked vehicle selected from the groupconsisting of: vertical take-off and landing, flight, and locomotion;and (c) at least one sensor configured to detect a force applied by atleast one part of at least one of the pilot's feet.
 30. The personalflight vehicle of claim 29, wherein the vehicle enters into an automatedmaneuver upon said detection of said force.
 31. A personal flightvehicle for a free-standing pilot, comprising: (a) a frame on which thepilot stands, wherein said frame provides a surface area upon which thefeet of the pilot are positionable; (b) a plurality of rotor-basedpropulsion systems connected to said frame, and wherein said propulsionsystems generate a thrust towards a direction substantiallyperpendicular to a horizontal plane of the vehicle, with said thrusthaving a sufficient intensity to provide a maneuver of thepilot-embarked vehicle selected from the group consisting of: verticaltake-off and landing, flight, and locomotion; (c) attachments forsecuring the feet of said pilot to said frame; and wherein said frame isadaptable enough to allow the dorsiflexion and plantar flexion movementsof the pilot's feet to render said adaptable frame to change theorientation of its connected propulsion systems.
 32. A flight vehiclefor at least one free-standing pilot, comprising: (a) a frame on whichthe pilot can stand, wherein said frame provides a surface area uponwhere the feet of the pilot can be positioned; (b) a plurality ofrotor-based propulsion systems connected to said frame, and wherein saidpropulsion systems generate a thrust towards a direction substantiallyperpendicular to a horizontal plane of the vehicle, with said thrusthaving a sufficient intensity to provide a maneuver of thepilot-embarked vehicle selected from the group consisting of: verticaltake-off and landing, flight, and locomotion; (c) at least one of saidpropulsion systems comprising a rotor that spins clockwise and whereinat least one of said propulsion systems comprising a rotor that spinscounter-clockwise; (d) attachments for securing the feet of said pilot,said attachments being configured to keep said pilot attached to thevehicle and wherein the weight of the vehicle is low enough to allowsaid pilot's body movements to induce change in the spatial orientationof the vehicle which therefore changes said thrust direction resultingin the vehicle's said locomotion; (e) a hand-activating input device forsaid pilot that allows said pilot to manually control the intensity ofthe thrust generated by said propulsion systems; and wherein thelocomotion of the vehicle can also be remote controlled from a distancewithout an onboard pilot.
 33. A personal flight vehicle for afree-standing pilot, comprising: (a) a frame on which the pilot stands,wherein said frame provides a surface area upon which the feet of thepilot are positionable; (b) a plurality of propulsion systems connectedto said frame, wherein said propulsion systems generate sufficientthrust to provide a maneuver of the personal flight vehicle selectedfrom the group consisting of: vertical take-off and landing, flight, andlocomotion; (c) at least one of said propulsion systems comprising arotor that spins clockwise and wherein at least one of said propulsionsystems comprising a rotor that spins counter-clockwise; (d) attachmentsfor securing the feet of said pilot, said attachments being configuredto keep said pilot attached to the vehicle; and (e) at least oneinternal combustion engine used as a source of power, and wherein atleast one of said combustion engines' intake comprising an electricallycontrolled valve that is closeable when needed, such that environmentalelements are prevented from entering said engine's air intake.